RAILWAY CONSTRUCTION IN AND ITS IMPACT TILL 1914 A.D.

THESIS

SUBMITTED FOR THE AWARD OF THE DEGREE OF Doctor of Philosophy

IN HISTORY

By

KHALID AHMAD

Under the Supervision of PROF. M. K. PUNDHIR

CENTRE OF ADVANCED STUDY DEPARTMENT OF HISTORY ALIGARH MUSLIM UNIVERSITY ALIGARH-202002 () 2018 CENTRE OF ADVANCED STUDY

M.K. PUNDHIR DEPARTMENT OF HISTORY Professor of History Aligarh Muslim University Aligarh- 202 002

Dated: …………………………..

Certificate

‘Railway

ConstructionThis is in toRajasthan certify thatand Its the Impact thesis till entitled 1914 A.D.’

Mr. Khalid Ahmad is the

original work of completed under my

supervision. TheDoctor thesis ofis suitablePhilosophy for submission for the award

of the degree of in History.

(Prof. M.K. Pundhir) Supervisor

Telephone : (0571) 2703146; Fax No. (0571) 2703146; Internal: 1480 and 1481 ACKNOWLEDGEMENTS

First of all it is obligatory to thank Almighty “Allah,” the lord of the Alamin, the most gracious and most merciful, who gave me potential and courage to accomplish this work. I would like to pay deep reverence from the bottom of my heart to my supervisor Professor M. K. Pundhir for his able guidance and constant encouragement. His moral support and masterly guidance was a constant inspiration for me throughout my research work. It is my pleasant duty to thanks Professor Syed Ali Nadeem Rezavi, Chairman and Coordinator, Centre of Advanced Study Department of History, AMU, Aligarh who was gracious to furnish facilities to accomplish this work. I offer my grateful thanks to the entire staff of the Seminar Library, Centre of Advanced Study Department of History, AMU, Aligarh and Maulana Azad Library, AMU, Aligarh. I extend my special thanks to the National Archives of India (NAI), New ; Rajasthan States Archives (RSA), Bikaner; Central Library, Rajasthan University, to allow me to access Government Records for my research work. Without their cooperation’s it was not possible to complete my research work. I would also like to pay special thanks to Dr. Md. Faisal Abdullah (NAI, New Delhi), Sanjukta Talukdar (NAI, New Delhi), Surendra Singh Rajpurohit (RAS, Bikaner) and Hari Mohan Meena (RSA, Bikaner) for their helps. It is my duty to acknowledge the gratitude to the Indian Council for Historical Research, New Delhi, for providing me the scholarship (ICHR- JRF) and study cum travel grant which immensely facilitated smooth conducting of my research work and material collection. Of course, no acknowledgements would be complete without giving thanks to my parents who have been the main source of inspiration to carry on the research work. I wish I could find right words to express my indebtedness to my parents, Mohd. Suleman and Late Nazma Khatoon for their unconditional love, affection,

i constant encouragement and support throughout my life. Their fervent prayers have resulted in my happiness and progress. I would not have been able to complete this colossal task without their consistent boosting in difficult times. I feel short of words to express sincere thanks to my elder brothers Mohsin Hasan, Nezamul Hasan, Rizwan Hasan, Sarfaraz Ahmad and Shahnawaz Hasan, whose affection and support continuously kept my spirit high throughout my research work. I also express grateful thanks to my wife Salma for her love, affection and support. I am immensely thankful to my younger brothers Nazim Hasan and Md. Aamir, my lovable sisters Nikhat Jaha, Ishrat Jaha, Afsar Jaha, Rukhsar Parween and Ghazala Shaheen for their moral support and loving care. I wish to convey my heartiest thanks to my friends Fakrul Laskar, Md. Masiur Rahaman, Md. Imran Ansari, Hisham Zaidi, Abdullah Khan, Kamal Kumar, Tabresh Alam, Saba Samreen, Hina Akhlaq, Shadab Khan, Firoz Ahmad, Ajay Yadav and Waqas Waris for their suggestions, constant encouragement and support during my research work. I would also express my thanks to my nephew Md. Belal Hussain Ansari and Saqib Raza. I also extend heartiest thanks to my seniors and juniors like Mr. Qamre Alam, Dr. Enayatullah Khan, Dr. Manu Jayas, Dr. Mumtaz Alam, Dr. Syed Akhtar Hasan, Dr. Nafeesh Ahmad, Dr. Salim Zawed, Dr. Neema Ahmad, Dr. Kanchan Lawaniya, Dr. Pradeep Kumar, Mohd Shahnawaz, Mustaq Alish Ajaja, Irfan Ahmed and Chandresh Singh, who always motivated and supported me in all the way. Finally, I want to pay my sincere gratitude to one and all again who have been helping me in bringing out this thesis. Though, I received help and guidance from a number of distinguished persons, but none of them is responsible for the errors that still remain.

(Khalid Ahmad)

ii CONTENTS

Page No.

Acknowledgement i – ii Contents iii – iv List of Tables v – vi Glossary of the Terms used for Railway vii

Introduction 1 - 12

Chapter 1 Geographical and Historical Profile of Rajasthan 13 - 27 I. Geography of Rajasthan II. Historical Profile of Rajasthan

Chapter 2 Introduction of Railway in Rajasthan and Railway Construction 28 - 82 I. Bharatpur to Nasirabad Railway

II. Sāmbhar Lake Branch Extensions III. Delhi Bandikui Railway IV. Rewari Phulera Chord Railway V. Neemuch Nasirabad Railway VI. State Railway VII. Jodhpur Bikaner Railway VIII. Bikaner Bhatinda Railway IX. Degana Hissar Railway

Chapter 3 Railway Construction: Acquisition of lands for Railways in States 83 - 106 I. Terms and Conditions required for Railway Construction in Rajputana States II. Process to accept required Terms and Conditions by the respective individual Rajputana States

Chapter 4 Railway Construction: Progress and Management 107 - 167 I. Chitor Railway

iii II. Jaipur Sawai Madhopur Railway III. Baran Kota Railway IV. Proposed Railway line from to Kota V. Nagda Kota Mathura Railway VI. Bari Light Railway VII. Management of Railways in Rajputana States

Chapter 5 Impact of Railway Construction in Rajasthan till 1914 A.D. 168 - 189 I. Economic Impact of Railways in Rajputana States II. Political and Social Impact of Railways in Rajputana States

Conclusion 190 - 194

Bibliography 195 - 204

Appendices

I. Document – I – Rajputana Agency Record, Railway II. Document – II - Residency Office, Railways

iv LIST OF TABLES

Table No. Title Page No. 1 Table showing financial burden on the Indian Tax Payers 8 2.1 Summary of Agra to Sāmbhar Railway 39 2.2 Summary of the extension of the Sambhar Lake Salt 40 Branch 2.3 Summary of Delhi Bandukui Railway 42 2.4 Rajputana Section (main line) 43 2.5 Branches of Rajputana Railway on Rajputana 44 Section 2.6 The estimated cost of the first section of the Neemuch 48 Nasirabad Railway 2.7 Neemuch Nasirabad Railway line: General Cost of abstract 51 in Rupees 2.8 Summary of the Neemuch Nasirabad Railway 53 2.9 Total expenditure of the section of Jodhpur Railway from 57 Kharachi to Pali 2.10 Total estimated cost of the first section of the Jodhpur 61 Bikaner Railway from Jodhpur to Jodhpur Frontier (A total distance of 198.81 kms and plus 2.34 kms sidings) 2.11 Cost per kilometers 65 2.12 The estimated cost for the section of Lunkarsar to 68 Suratgarh of the Bikaner Bhatinda Railway 2.13 Table showing the comparison of the estimated cost 71 section wise 2.14 Details of the construction of Bikaner Bhatinda Railway 74 line 2.15 Abstract of the estimated cost of the line from Merta Road 78 to Merta City 2.16 Constructed Railway line under Jodhpur Bikaner Railway 81 (Jodhpur Section) 2.17 Constructed railway line under Jodhpur Bikaner Railway 82 (Bikaner Section) 4.1 List of Station Between Bara and Kota 119 4.2 Distance from Rajputana States to three important port of 129 India.

v 4.3 The comparison between proposed railway and present 130 distance between respective Rajputana States 4.4 Comparison between new and old alignment between 138 Nagda and Gerot with Savielle 4.5 Comparison between Jhalrapatan Road and Masalpura Gap 138 4.6 Comparison between Nagda to Gerot alignment (new and 143 old) 4.7 Comparison between Gerot to Sawai Madhopur (via Bara 145 and Kota) 4.8 Comparison between Sawai Madhopur to Bharatpur 146 4.9 Comparison between Bharatpur to Mathura 146 4.10 Final description of two alignment between Nagda to 147 Mathura 4.11 Nagda Mathura Railway ( General abstract of the cost) 148 4.12 Real traffic from different Stations and its income during 157 three years 4.13 The estimated cost of light railway from Dholpur to Bari 158 (30.9 kms) 4.14 List of Stations between Dholpur to Bari 160 5.1 Table showing collection of revenue by 171 5.2 Goods carried by Jodhpur Bikaner Railway (Jodhpur 174 Section) 5.3 Goods carried by Jodhpur Bikaner Railway (Bikaner 174 Section) 5.4 Development of trade and commerce in Rajputana and 175 Central India 5.5 Proposition of Import and Export to and Beawar 176

vi GLOSSARY OF THE TERMS USED FOR RAILWAY

Broad Gauge 5 feet to 5 feet 6 inch

Dead End A Rail line that is closed at one end

Light Railway 2 feet, 2 feet 6 inch

Meter Gauge 3 feet inch

Narrow Gauge 2 feet, 2 feet 6 inch

Standard Gauge 4 feet 8 ½ inch

vii Introduction INTRODUCTION

In 1873 a new era was started in Rajasthan with the introduction of quick transportation system i.e. the railway. In this year the first railway was started in Bharatpur territory, when the construction of the railway was commenced from Agra1 to Bharatpur.2 This 53.51 kms railway line was opened for firstly goods traffic in August 18733 and later on March 31, 1874 for public traffic. Further this line was extended up to Jaipur via Helak, Nadbai, Kherli, Mandawar, Biwai, Bandikui, Arna, Doss, Jetwars, Basi, Kanota and Sanganeer. On April 20, 1874 this line was firstly opened for traffic up to Doss and later on October 12, 1874 up to Jaipur. Further a railway line was constructed from Jaipur to Sāmbhar via Dhanika, Asalpur and Phalodi. On March 1, 1875 this branch line was also opened for traffic.4

At the same time another railway line was built in Rajasthan from Delhi side towards Bandikui. At first instences this railway line was constructed from Delhi to Rewari via Palam, Gurgaon, Garhi – Harsaru and Farukhnagar and on March 31, 1874 it was opened for traffic. This line was extended to via Bawal Ajeraka, Khirtal, Barwara and opened for traffic on September 15, 1874. This line was further extended up to Bandikui via Malakheri, Rajarh, Baswa and the whole line was opened for traffic on December 7, 1874. The total length of the line from Delhi to Bandikui was 216.45 kms.5 At Bandikui both line (Agra – Jaipur and Delhi – Bandikui Railway line) were juncture with a Station.6

Earlier in India about twenty year before, the first railway was run on April 16, 1853 from Bombay to Thana, and later on this line was extended up to Kalyan. It was opened for public traffic on May 1, 1854. On that day a grand ceremony was organized to celebrate opening of the first railway with great fun and fare with a Salute of 21 guns. During the opening ceremony the Governor was absent but his

1 The construction of railway from Agra to Bharatpur was started at a Junction point known as . Administration Report on the Railways in India for the Calendar year of 1908, the Railway Board, Government of India, Government Central Branch Press, Simla, 1909, p. 121. 2 Dhoundiyal, B. N., Rajasthan Districts Gazetteers, Ajmer, Government Central Press, Jaipur, 1966, p. 342. 3 Administrative Report of the Rajputana States Railway, Rajputana State Railway, Nabhu, Delhi, 2010; Report of the Progress of the working the year ending March 31, 1874, Agra, July 31, 1974, p. 5. 4 Administrative Report of the Rajputana State Railways, Report of the Progress of the working the year ending March 31, 1874, Agra, May 22, 1975, p. 1. 5 Ibid, p. 2. 6 Ibid, p. 3.

1 band was witnessed the event. The day was observed as a public holiday by all Government offices and banks, etc.7

For the constructions of railways in India a huge engineering materials were required like all types of ‘permanent-way materials, rolling stock and other stores’ which were imported from Britain, through sea route via Cape.8

At the same time the construction of railways were started in other parts of India. In Bengal, construction work was started from Howrah to Hugli. On August 15, 1854, this line opened for public traffic. This line was further extended to Pundooah and opened for traffic.9 In the same year the construction of railways was completed up to Ranigunj. It was further planned to extend up to Delhi.10 After this the construction of railways in to Indian sub-continent progressed year by year.

So far as the commencement of railway was concerned, Sir R. Macdonald Stephenson11 was the first who initiated the idea of the construction of railways in Indian soil.12 In 1844 he prepared a plan for the construction of railways in India and produced before the Directors of at England.13 In 1845 two private Railway Companies were founded that was known as the East Indian Railway Company and the Great Indian Peninsula Railway respectively.14 In 1844 Macdonald Stephenson arrived at Calcutta with his three assistants. He came with instructions obtained from the Board of Directors which reads “with diligence and discussion

7 Sahni, J. L., Indian Railways: One Hundred Years, 1853-1953, Ministry of Railways (Railway Board), Government of India, New Delhi, 1953, p. 3. 8 Huddleston, G., History of the East Indian Railway, Thaker, Spink and Co., Calcutta, 1906, p. 17. 9 Huddleston, p. 14; Sahni, p. 4. 10 Huddleston, p. 12; Mr. Aglion now informed to the shareholders that an agreement was signed with British Authority at India to extend this line up to Delhi. 11 Sir R. Macdonald Stephenson was the founder of the East Indian Railway Company. Huddleston, p. 1-2; R. Stephenson was the copartner of the Locomotive manufacturing Company established by his father George Stephenson, who was the first Engineer of the Stockton and Darlington Railway Company. Later Mr. R. Stephenson formed as a specialist engineering interest. He was also worked as the expeditionary engineer at Columbian Mining Association. Kirby, W. Maurice, The Origin of Railway enterprise: The Stockton and Darlington Railway, 1821-1963, Cambridge University Press, 1993, pp. 39-47. 12 Bell, Horace, Railway Policy in India, Rivington, Percival and Co., London, 1894, p. 1; Huddleston, p. 2. 13 Administration Report on the Railways in India for the year 1914-15, Volume-I (Report), Railway Department (Railway Board), Government of India, Government Central Press, Simla, 1915, Rajasthan State Archive, Bikaner, p. 2. 14 Dutt, Romesh, The Economic , in the Vectorian Age, 1837 – 1900, Vol. 2, Low Price Publications, Delhi, First Published :1902-04, Reprint: 1990, p. 131; Mehta, N. B., Indian Railways: Rates and Regulations, P. S. Kings and Son, LTD., London, 1927, p. 18; Huddleston mentioned that in May 1845, the East Indian Railway Company was founded, p. 1.

2 which cannot be too highly commended, to survey the line from Calcutta to Delhi, through Mirzapur, and so great and persevering were the exertions of himself and staff, that, in April, 1846, the surveys of the whole line were completed; important statistical information obtained and an elaborate report transmitted to your Directors in London.”

The Board of Directors at London was strongly impressed by the ideas of Macdonald which was written in his report that the line from Calcutta to Delhi would be proved very significance not only for political point of view but also to the trade and commerce.15

Finally the directors decided to appoint a Railway Engineer and sent him to India, who would be assisted by more two members from Indian Engineers. They have been assigned the work to survey the country and also sketch the future plan of action for average length of railway line for its construction as experimental line and further its development.

Mr. Simms was appointed as the Chief Engineer and sent to India. In September 1845 he reached in India to full fill the Directors motives. Finally on February 6, 1846 Mr. Simms prepared a note for future railways in India. In his notes he suggested following points which would be pleased to the British Shareholders, as follows:16

1. That the British Indian Government would aid to the Railway Companies. Further he suggested that a “lease” would be offered to the companies with powers for the construction of railway lines, its maintenance and also to “hold” the lines for a term of years. 2. That the Government would provide required lands free of cost for railways to the Railway Companies. 3. That the railways would be free from taxes. 4. That railways employee would be controlled by railway companies.

While the Railway Company would have to provide the followings:17

15 Huddleston, p. 2. 16 Bell, p. 5. 17 Bell, pp. 5-6.

3 1. That the railway Company would be carried out all the required survey and its plans and to be submitted it before the British Indian Government for its approval.

2. That the construction work would be carried out as per the Government assent as well as to be maintaining the opened line till the lease would be expired.

3. That for any new or modified projects, government approval would be required.

4. That if any company would unsuccessful to complete their project, the government would be power to acquire all property allotted to the railway company.

5. Further he recommended that after the construction of the railway lines, all rules and regulations, charges for traffic and also charges for goods as well as public, the number of trains, its time table would be required government approval.

He suggested further that the mails, British Forces as well as their equipment would have been carried by these railways on concessions.

Mr. Simms further proposed to the government to grant some percentage of “Guarantee” to the railway companies on outlays. On above mentioned suggestions, terms and conditions with some modifications, were, signed between British Indian Government and the Railway Companies.18

Lord Harding, the Governor General of India approved the suggestion of Mr. Simms that Government would be provided lands “free of cost.” This policy was followed by Government in future for the construction of railway in India. On the other hands on the question of guarantee, the British Government mentioned that “any such guarantee would no doubt prove a great encouragement to the projects of railways in India.”19

After long discussions on August 17, 1849 a contract was signed between British Indian Government and Railway Companies namely East Indian Railway Company and Great Indian Peninsula Railway Company. By that Contract it was

18 Ibid. 19 Bell, p. 7.

4 decided grant 5% guaranteed interest on Capital outlay.20 Some of the important clauses of this first contract signed, as follows:21

1. That the government has power to select routes, to change and further line on it, for the construction of railways in India. 2. That government would be providing required lands for railways and would have to provides to the Railway Companies with free of cost. 3. That the railway Companies, its officers and servants as well as all affairs to be in the hands of governments control and management. 4. That all types of cost of papers to be required to produce before government for its assent. 5. That the government mails, post bundles and post office officials to be allowed to carried out without paying any cost, while the British soldiers and other officers and certain servants to be travelled by trains on lower rate or certain concessions pass. 6. That after 99 years the railway property would come under government possessions, however government to be paid real cost of the locomotives, stocks and other movable properties, to the respective Railway Companies.

On the other hands the Railway Companies would be bound to hand over all the related property to the government whenever government issued a six month notice and paid the actual expenditure incurred. That means government has power to purchase any railway line.22 Through this agreement the British Indian Government gave permission to the East Indian Railway Company to start the construction of first railway line from Calcutta towards Mirzapur or Rajmahal. At the same time through the same agreement the Great Indian Peninsula Railway Company got the project to construct a railway line from Bombay to Kalyan.23

The constructions of railways in Indian sub-continent from 1853 to 1869 were carried out under the Guarantee System. That Guaranteed Railway Construction was

20 Bell, pp. 10, 60, 61; Huddleston, pp. 6-8. This contract was signed between Government and East Indian Railway Company; Mehta, p. 19; Ramanujan, T. V., The Function of State Railways in Indian National Economy, the Madras Law Journal Press, Madras, 1944, pp. 9-11. 21 Bell, pp. 60-62; Huddleston, pp. 6-8; Ramanuja, pp. 9-11. 22 Ibid. 23 Administration Report on the Railways in India for the year 1914-15, Volume-I (Report), p. 2. Later Lord Dalhousie through his famous minutes dated April 20, 1853 supported the 5 % interest return every year under Guarantee System.

5 proved burden on those who paid taxes to the government.24 As under this Guaranteed System the Railways Companies got a definite 5% interest on total expenditure which was approved by government on the date of raising funds by the companies.25 During this period the Indian Railways was constructed at the cost of about 11,184.9 pounds per kilometer. This rate of cost was very high for India. According to Charles Trevelyan, the Governor of Madras, who mentioned that Indian Railways was as “gift of an elephant” to the Indian Capital System.26

In late 1862 the British Indian Government made a first attempt to secure funds for the construction of railways in India out of Guarantee System and started Subsidy System in Indian Railways. Firstly government approved ‘Subsidy’ System to the Indian Branch Railway Company to construct the railways line in Northern India as ‘feeders to the trunk lines’ and later such Subsidy were also allotted to the Indian Tramway Company.

In this Subsidy System the British Indian Government provided required lands for railways free of cost to the railway companies along with Subsidy per annum for 20 years at the cost of maximum 62.14Ɩ per kilometer. Further Government would be provided Subsidy for the Construction of big bridges which had to be constructed not less than 10,000Ɩ. But this subsidy system was failed to lure the funds for railway and for time being these companies were unable to continue the construction work without government aid. Finally in 1867 government granted 5% interest to these companies on capital outlay by an agreement similar to the Guaranteed Companies.

Government first attempt to motivated Unguaranteed Railway System in India was failed however they were not in favors of the Guarantee System.27

Finally on March 23, 1867 the Secretary of State for India communicated to the British Indian Government through Dispatch No. 18 and mentioned that “it had been found necessary after all to revert to a guarantee of 5 per cent.”28 Further he stated that “the time had arrived when in both raising and expending such additional

24 Ramanujan, p. 12. 25 Saksena, R. C., Railway Finance in India, Agra Book Store, Agra, 1955, p. 19. 26 Kerr, Ian J, Building the Railways of the Raj 1850-1900, Oxford University Press, Delhi, 1995, p. 19; Dutt mentioned that under Guarantee System the Indian railways were constructed on an average cost of about £10,274.99 per Kilometer. p. 268; Bell mentioned that the average cost of railway line was about £10,563.31 per kilometer. p. 97. 27 Administration Report on the Railways in India for the year 1914-15, Volume-I (Report), p. 4. 28 Bell, p. 73.

6 capital as might be required for new lines in India, the Government should secure to itself the full benefit of its own credit and of the cheaper methods, which was expected that it would be able to use.”29

Lord Lawrence, the Viceroy of India agreed with the suggestion put forwarded by the Secretary of State for India.30 He criticized the policy of Guarantee System and mentioned that “With a guarantee of 5 per cent. Capitalist will agree to any thing; they do not care really very much whether it succeeds or fails; 5 per cent. is such a good rate of interest that they are content to get that, and not really look after what is done. Hence one of the reasons why the cost of the railways has been more than it ought to have been.”31

Lord Lawrence writes a minute on August 16, 1867 and estimated the total loss of the Indians which was accrued due to the construction of railways in India. “It is estimated” he mentioned that “that while the Companies will have to supply 81millions for the railways now under construction will be 7 ½ million for land, loss by exchange, and supervision; 14 ½ million for interest paid in excess of net revenue; and 4 ½ millions in interest paid on those payments of guaranteed interest.”32

The Indian Railways were constructed under this Guarantee System or its first two decades proved economically very havoc to the Indian tax payers, between these period about fourteen millions of sterling paid by them to the Railways Companies as interest under Guarantee System. India during this period faced increments in cost and wages, lack of funds, famines in many places as well as exchange problems and losses all contributed in to heavy load to the tax payers in India. At this time India required construction of railway on low rates and to fulfill the needs of native’s people in place of Guaranteed Railways which were planned to serve the colonial interest only. The following table showed financial burden up on the tax payer:33

29 Administration Report on the Railways in India for the year 1914-15, Volume-I (Report), p. 5. 30 Bell, p. 74. 31 Dutt, p. 266. 32 Ibid, p. 268. 33 Saksena, R. C., Railway Finance in India, Agra Book store, Agra, 1955, p. 22.

7 Table 1 Showing financial burden on the Indian Tax Payers.34

Year Loss to the State £000 omitted Year Loss to the State £000 omitted 1858-59 606.00 1864-65 1,554.00 1859-60 797.00 1865-66 24.00 1860-61 1,096.00 1866-67 684.00 1861-62 1,397.00 1867-68 1,492.00 1862-63 1,541.00 1868-69 1,652.00 1863-64 1,635.00 1869-70 1,498.00

After two years, on January 9, 1869, Lord Lawrence drafted a famous minute, by which he successfully favored to abandonment of the Guarantee System. Further he favored to start the construction of railways and its development through government itself. Lord Mayo, next Viceroy of India recognized the policy of Lord Lawrence and also approved by the Secretary of State for India.35

According to the official chronicler of India which was published by the order of the House of Commons on June 2, 1874 entitled “Moral and Material Progress and Condition of India, 1872-73”, in the notes it was mentioned that “The main system of Indian railway is nearly completed,” and further added in the notes that “and the State Railways, which are now under construction or proposed, will, for the most part, supplement the existing trunk lines. There are now opened in India 5872 miles of railway which have cost about £97,000,000……….”36 and the State Capital was raised year by year for the constructions of railways in India.37

After 1869 the British Indian Government raised capital for the further construction of railways in India. Now there were not any new agreement were signed with existed Guaranteed Railway Companies except for small extensions in the already constructed railway lines. For the Constructions of railways in India between 1869 to 1880, a large number of railway line were constructed i.e., Indus valley

34 Ibid. 35 Bell, p. 76. Lord Lawrence, the Viceroy of India stated that the construction of railway through Guarantee System was proved loss to the government. He clearly stated that “the whole profit goes to the Companies and the whole loss to the Government.” 36 Dutt, p. 268. 37 Ibid, p. 270.

8 Railway, Punjab Northern Railway, Rajputana Malwa Railway, Northern Bengal Railway, Irravaddy Valley and Tirhoot Railway line. These railway lines were constructed by the State Agency and capital were provided or owned by State itself.38

Earlier in 1864 the Public Works Department appointed a committee by Resolution No. 449 of January 29, 1864 and directed to sketch a plan for the construction of railway line which had to be passed through Central India and Rajputana States. This committee by the advice of Sir C. Trevelyan, Major General Meade, Governor Generals Agent of the Central India and the Government of Bombay, prepared a plan for the construction of railway, as follows39:

1. That a direct railway connection was required between Bombay Presidency and the North – Western Provinces.

2. That a railway link to be carried to Delhi which was on the East Indian Railway line, with a Junction point via Jaipur, Alwar and Rewari.

3. That a connection would be established with East Indian Railway at Agra or Mathura with a Junction by a branch line from Jaipur. This line would be either by a line from Jaipur to Agra through Bhuratpur or would be leave the Jaipur and Delhi at a place between Jaipur and Alwar or at Alwar and to be passed via Dig and run to Mathura and Agra and a branch line to Bharatpur. The final direction of the line were follow up by the Engineering features of the Country, and if it was possible all the places to be connected with railway line.

4. That the main railway line would be constructed from Jaipur to Ajmer and also a link to Sāmbhar Lake, to Naseerabad. Further this line to be connected to via Neemuch, Jowra and Rutlam.

5. That a connection would be establish between the main Rajputana railway line and the Bombay Baroda and Central India railway line at Baroda.

6. That the main line from Indore to Agra was not supported by two of Agents of the Governor General and the committee also supported it.

7. That a railway line from Ahmadabad to Deesa might be accepted by British Indian Government which would be helped to further connection with Sindh.

38 Administration Report on the Railways in India for the year 1914-15, Volume-I (Report), p. 5. 39 Rajputana Agency Office, Railway, File No. 126-I, 1863-1868 and 1877, National Archives of India, New Delhi, Serial No. 6, p. 19 – 20.

9 8. That the line form Dessa would be run via Marwar to Ajmer which covered the not favorable regions, thence it was not accepted for construction at that time.

9. That the committee thinks of a railway line from Agra to Gwalior via Dholpur and from Gwalior to Jabalpur via Jhansi, Saugor and on the Nerbudda Valley line. Further this line would be extended to Hyderabad via Nagpur. But this line were not run through very unfavorable regions and it was not seems to commence the project for many years.

10. That, to establish a railway link from North to South along with the Great Indian Peninsula Railway line, a Junction from Poona to Nasik or some other places on the North branch the Great Indian Peninsula Railway line would be proved helpful if established.

Finally the committee prepared to construct a main railway line which would be passing through Rajputana and Central India, which establish two branches at the north and south. This proposed railway line would provide all the necessary demands of the State and its subjects, as well as a direct railway link from Upper India to the seaboard would be established. This railway line would open the Central India’s coal and timber rich regions which would commence the new system of railway line in India. Further this line would establish a link between Rajputana States and the North – West through Delhi and Mathura and Agra as well. This railway line would connect the main grain and opium producing regions of Rajputana States with the other Indian Railway system as well as all the Military Centre of Rajputana and Central India would be connect by railway system. All the important Cities of the Rajputana States would be also connected by these railway systems, which would increase traffic in the Rajputana States.40

So far as the Railway Construction in Rajputana States is concerned it was completed in two stages. In the first stage the railway construction was carried and financed by the by the British Colonial Government. In the second stage sometimes the individual State and sometime two or more States constructed railways lines by mutual agreements.

40 Rajputana Agency Office, Railway, File No. 126-I, 1863-1868 and 1877, Serial No. 6, p. 20.

10 II

I have divided my thesis into seven segments including introduction and conclusion. Introduction encompasses the historical development of Railway Construction in British India as it passed through various stages. Each stage has been critically evaluated in this. Moreover the outlines and divisions of the thesis have been dealt in Introduction.

First Chapter is composed Geographical and Historical Profile of Rajasthan. The Chapter is divided into two sub sections. In the first sub section the tropical condition of Rajasthan has been aptly highlighted such as area, nature of soil and variations, rivers, flora and fauna as well as its whole descriptions. While in the second sub section the historical profile of Rajputana States has been reconstructed. The emergence of various States under the leadership of various Rajput kings has been explored. Further political conditions of Rajputana States which led to the alliance of all Rajput Rulers with the British East India Government in contemporary times have been analyzed.

The Second Chapter discusse the introduction of railway in Rajputana States. In this Chapter the process and the cost of the railway, on which railways were constructed in Rajputana States have been provided. Further an attempt is made to analyze the various stages of the railway construction in Rajasthan. Moreover the separate railway line has been discussed which had constructed in respective Rajputana States and financed by individual as well as mutual cooperation’s between two or three Rajputana States.

Third Chapter deals with the process of the acquisition of lands for Railway Construction. I have divided this Chapter into two sections. In the first section Terms and Conditions required for the construction of railway in Rajputana States have been explored critically. In this section the natures of the terms and conditions have been discussed on which lands had to be surrender by individual Rajputana States for the construction of railways. Further an attempt has been made to discover the total breath of lands required for railways. In the second section, the process of the acceptance of these terms and condition by all the respective Rajputana States has been dealt analytically.

11 The Fourth Chapter investigates the various intricacies of the progress of Railway Construction along with the reconstructions and the management of the functioning of Railway. Further an enquiry has been carried in the methods of Railway Construction in the context of various Railway Construction Companies. An attempt has also been made to calculate the cost incurred in Railway Construction and its comparative study has also been done. So far as the management of the Railway was concerned, its outlines have been recreated. Here it has also been explored the various powers, rights and duties of the Railway officials and staff which found very essential for the smooth running of Railways in Rajasthan. Moreover, the salaries and wages of the Railway employees have also been investigated conceptually and statistically.

In the Fifth Chapter the Impact of Railway introduction and construction in Rajasthan especially in Political, Social and Economic field have been traced on the basis of information indirectly provided in the contemporary sources. The Chapter is well defined into two sections. The first section has been dedicated to trace the economic impact of Railway especially in the field of Revenue, Manufacturing, Indigenous Industries, and Market. The Economic fallout of Railway has also been investigated in the context of Colonial Economy. Analysis and tracing of Political and Social consequences of Railway in Rajasthan forms the subject matter of the second section of the Chapter. Moreover, it has also enquired that to what degree Railway affected the sovereignty of Princely States of Rajasthan. Besides, it has also studied that to what extent Railway affected the Social fabrics of society in Rajasthan. In other words, the Destructive and Regenerative role of Railway in relation to Economy, Polity and Society of Rajasthan during the period has been discussed critically.

Lastly conclusion provides the results of Railway Construction in Rajasthan with its intricacies and consequences.

12 Chapter 1 Geographical and Historical Profile of Rajasthan Chapter-1

GEOGRAPHICAL AND HISTORICAL PROFILE OF RAJASTHAN

At present geographically Rajasthan is the largest State of India.1 According to James Todd, Rajasthan is the territorial part of India where the Rajput Princes resided. This territorial part of India is also known as Rajwara and Raethana, but later on British were called it as Rajputana.2

George Thomas another British man, in his memories entitled “Military Memories of Mr George Thomas” edited by William Franklin published in 1905, called this region as Rajputana.3 By 1818 all the Rajputana States came into alliance with British East India Company by signing similar treaties.4 Later in 1832 the East India Company established their headquarter at Ajmer to easily monitor these Rajputana States. The head of the British Resident or Political Agent of East India Company at Ajmer was known as Agent to Governor General in Rajputana. In 1930 the Board of High School and Intermediate education was established at Ajmer and named as “Board of High School and Intermediate Education, Rajputana (including Ajmer), Central India and Gwalior.” In 1946 a local unit of the All India States People Conference was established at Jaipur and named as “The Regional Council for Rajputana.” Even in 1947 first University was established in the region was named as the University of Rajputana. But after independence of India, the Regional Council5 and Socialist organisation demands the merger of all the Rajputana States including Ajmer and Marwara into a united State. Finally this united State was re-named as ‘Rajasthan’ in place of Rajputana.6

1. India 2016, A Reference Annual, 60th Edition, Ministry of Information and Broadcasting, Government of India, p. 935. 2. Col. Tod, James, Annals and antiquities of Rajasthan, Vol. 1, ed. Crooke, William, Humphrey Milford Oxford University Press, Bombay, First Published in 1829, Reprint- 1920, p. 1; Sharma, Dashratha, Rajasthan through the Ages, Vol.1, (from earliest time to 1316), Rajasthan State Archives, Bikaner, 1966, p. 1. 3 Panagariya, B. L., and Pahariya, N. C., Political, Socio-Economic and Cultural History of Rajasthan (Earliest times to 1947), Panchseel prakashan, Jaipur, 1993, p. 1. 4. Pushkar to Salween, The Imperial Gazetteer of India, Vol. XXI, New Edition, published under the Authority of His Majesty of State for India in Council, at the Calendar Press, Oxford, 1908, p. 101. 5 Panagariya and Pahariya, p. 1. 6 Ibid, p. 2.

13 Geography of Rajasthan

Rajasthan lies between 23 3’ and 30 12’ north of latitude and 78 17’ east of longitude.7 The total area of Rajasthan is 3,42,274 Square Kilometres.8 Rajasthan is ° ° ° an irregular rhomb in its shape, its salient angles to the North, West, South and East being joined by the extreme outer boundary line of the erstwhile States of Banswara, Bikaner, Jaisalmer and Dholpur.9

In shape Rajasthan is parallelogram and its east-west diagonal being 864 kilometres.10 It was bounded on the west by the province of Sindh (Pakistan), on the north-west by the Punjab State of Bahawalpur and on the north and north-east by Punjab. Its eastern frontier were touched the Agra and Awadh of the United Province and Gwalior, While its Southern Boundary touches the irregular zigzag lines of Central India, separating it from a number of other Native States in Bombay Presidency and Central India and making off Generally the northern extension of that belt of territory subject partly to the Sindhia, and the Gaikwar of Baroda of the Sardars.

The districts of Jaisalmer, Jodhpur and Bikaner also write about the present boundaries of Rajasthan are existed in the west and north, while a tract called Shekhawati (Jaipur) and Alwar are in the north-east of the Rajasthan. In the eastern and south-eastern of the regions consist of Bharatpur, Jaipur, Dholpur, Karauli, Bundi, Kotah and . However in the south region are consisted of the districts of Partapgarh, Banswara, Dungurpur, and Udaipur (Mewar), while Sirohi in the south- west. In the Central part of the region are consist of Ajmer-Merwara of British Province, , the Chief ship of Shahpura and Lawa, and parts of Tonk. The last one consist of six isolated districts, three of which are Central parts of India mention above, not part of the above mentioned rough geographical groups.11

7 Tod, p. 2; Imperial Gazetteer of India, Vol. XXI, p. 83. 8 Misra, V. C., Geography of Rajasthan, National Book Trust, New Delhi, 1967, p. 1. According to the Census of India 1961, Vol. XIV, Rajasthan, Part IX-B, Census Atlas, the area of Rajasthan is 3,41,594.5 Square Kilometers. See, Gupta, C. S., Census of India, Vol. XXI, Rajasthan, Part-IX-B, Census Atlas, 1969, p. 2. 9 Imperial Gazetteers of India, Vol. XXI, p. 83. 10 Sharma, Dashrat, Rajasthan through the Ages, Vol. 1, Rajasthan States Archives, Bikaner, 1966, p. 1; Mishra, p. 1. 11 Imperial Gazetteers of India, Vol. XXI, p. 83.

14 Topography of Rajasthan

The topography of the Rajasthan is greatly influenced by the Aravali, which divides the Rajasthan into two parts with different features, i.e. north - west and South-East of the Aravallei ranges.12 It covers the whole region13 by a dividing line from north-east and south-west. About three-fourth of the Rajasthan covers north- west of the line, while two-fifth of the Rajasthan covers by south - east of the line.14 Thus, the Aravallie ranges clearly divide Rajasthan into two main divisions, i.e. north- west of the Aravallies and south-east of the Aravallies respectively.15

North - Western part of Rajasthan

The north - western area of the Aravallies is dominated by the great desert of India.16 These sandy area is covered largest part of the Rajasthan and their depth is from 15 to 150 cms respectively. These surface areas are composed of large number of particles. The nature of the soil is chalky and having less nitrogen, Carbon and Minerals in soils. In these areas good number of Nitrates and Phosphates has been found in the soils, which made these soils productive for crops in those regions where water has been available for irrigation. This area covers the districts of Jaisalmer, Bikaner, Churu, Barmer, and the tracks of Pali, Jalore, Ganganagar and Nagaur. This area is sandy, ill watered and not productive. However in comparison to the West and North West of the desert area the soil towards the North East has been more productive.17

South - Eastern area of Rajasthan

The south-east area of Aravallies is more fertile in comparisons to the north- west area of Aravallies.18 In this regions many characters of soil has been found like “light sand to the rich alluvial loam” and “Grey brown soils” with a depth from 100 to 250 cms. In comparison to the sandy regions, it is having more Nitrogen, Carbon and minerals deposits. The nature of the soils is chalky except where it found in

12 Imperial Gazetteers of India, Vol. XXI, pp. 83 and 84; Sharma, Dasharatha, Vol. I., p. 1. 13 Imperial Gazetteers of India, Vol. XXI, p. 83. 14 Imperial Gazetteers of India, Vol. XXI, p. 83 and 84. 15 Imperial Gazetteers of India, Vol. XXI, p. 84; Census of India, 1961, p. 20. 16 Imperial Gazetteers of India, Vol. XXI, p. 84; Sharma, Dashratha, Vol. I., p. 2. 17 Census of India, 1961, p. 20. 18 Imperial Gazetteers of India, Vol. XXI, p. 85; Census of India, 1961, p. 20.

15 depressions or irrigated by salty waters. This area stretches lies in Jodhpur, Sikar, Jhunjhunu and the tracks of Nagaur, Pali and Jalor districts.

These alluvial grey brown soils have been found in Alwar, Bharatpur and in the tracks of Ganganagar, Bikaner, Sawai Madhopur and Jaipur districts. This alluvium has been deposited by rivers and their tributaries. These soils are plentiful for minerals substances. These soils are fully productive, except the area where alluvium has been found of stale or worthless sandy soils. These soils having capacity to hold water and are clearly thick and whenever these soils irrigated by water can yield large number of crops.

The red and yellow soils lie in the large tracks of Sirohi, Udaipur, Chitorgurh, Bhilwara, Ajmer and Sawai Madopur districts. In these red soils lie in sallow depth on sloping, while mixture of red and black soils lie on the red plain land in the Eastern tracks of the districts of Udaipur, Chitorgarh, Baswara, Dungerpur and Bhilwara. The alluvial deposits in these soils are born by weather as rocks, and stones etc. of the hilly area. Mostly the shape of the surface differs from mixture of sands to plentiful alluvium and suitable for irrigation and fertilizers.

And the black soils lies in Kota, Bundi, Jhalawar and in the tracks of Sawai Madhopur, Udaipur and Bhiwara districts. These black soils were productive in nature and after irrigation it becomes more productive.19

Rivers and Lakes

So far as the Rivers and Lakes in Rajasthan are concerned, these are not large in number. In the north-west part of the Rajasthan the is very significant20 This River emerges in Pushkar Valley near Ajmer and flows to Rann of Cutch, covering a distance of about 320 kilometres.21 Rivers like the Lilri, the Guhiya, the Bandi, the Sikri, the Jawai and the Jojri River are main tributaries of the Luni River. Luni River is become very significant in the view point of agriculture. In Rajasthan more than half of the grains cultivation is possible due to the Luni River.

19 Census of India, 1961, p. 20. 20 Imperial Gazetteers of India, Vol. XXI, p. 86; Sharma, Dashrath, Vol. I, p. 4. 21 Imperial Gazetteers of India, Vol. XXI, p. 86.

16 However in the south-east part of the Rajasthan the , the Banas, the Berach, the Kothari and the Khari River are the important rivers.22 is the largest river in the Rajasthan.23 This river cover one third of its course,24 which rises near Mhow and after 320 kilometres of its course Chambal River enters into Rajasthan and flows towards the north-east of the regions. Chambal River becomes dividing boundary between Rajasthan and for about 320 kilometres.25 Their main tributary is Banas, which is emerges from Aravallies near .26

In the south Rajasthan, the is important river. Its main tributary is the river Som. The Jakum River merged into the river Som.27 Bangara is another important river which emerges in Jaipur and flows towards Bharatpur and Dholpur to Agra and finally fall into Jumna River after covering a distance of 376 kilometres.28

Sāmbhar, Didwana and Pachpadra salt lakes is very significance and important for Rajasthan. Traditionally is sacred site from thousands of years, connected with the emergence of Brahmana and Rajput lineage. At Abu, is famous. The Gajner and Kolayat Lake is fresh water lake at Bikaner. Jai Samand, Raj Samand, Bhupal Sagar and Pichhola lakes are well known artificial Lakes in Mewar and there are also many small Lakes are found in Marwar, Alwar and Jaipur.29

Climate

So far as the climate of Rajasthan especially in Plain area is concerned the temperature is very high,30 and lack of rain fall in the region. Rajasthan is the hottest region in India, especially in June at Jaisalmer nad Bikaner. The mean temperature is 34.5 C and the annual temperature varies from 14 to 17 C. But in winter season sometimes temperature falls below 0 C. while in summer season is extremely high i.e. the temperature is above 40 C and sometimes near 50 C.31

22 Sharma, Dasharath, Vol. I, p. 4. 23 Imperial Gazetteers of India, Vol. XXI., p. 86. 24 Imperial Gazetteers of India, Vol. XXI., p. 87; Pahariya and Pangariya, p. 9. 25 Sharma, Dasharath, Vol. I., p. 4. 26 Imperial Gazetteers of India, Vol. XXI., p. 87; Sharma, Dasharath, Vol. I., p. 5. 27 Shrma, Dasharath, Vol. I., p. 5. 28 Imperial Gazetteers of India, Vil. XXI., p. 87. 29 Shrma, Dasharath, Vol. I., p. 5. 30 Singh, R. L., India: A Regional Geography, National Geographical Society of India, Varanasi, 1971, reprint 1987, p. 54; Imperial Gazetteers of India, Vol. XXI, p. 91. 31 Singh, R, L., p. 54.

17 In the northern Rajasthan hot air and destructive dust flows, while in south Rajasthan hot air and destructive dust are balanced by hills, growing vegetation and water. In comparison to south region, north region especially Bikaner boarder are colder at night. Due to the dry climate in these inland regions, the temperature is suddenly changed between day and night.32 The speed of the air in the Jodhpr, Barmer, Bikaner and Ganganagar are more than in Jaipur, Kota and Jhalawar.33

In Rajasthan rail fall is very low and uneven, especially in sandy area.34 In the Indo – Pak boarder area the annual rain fall is not consistent and uneven from 10 cm to 21 cm at Jaisalmer, in comparison to about 35 cm to 40 cm on the eastern boundary of the region. In Rajasthan the rain fall is increased from west to east.35

Flora and Fauna

The nature of the soil in Rajasthan is largely sandy and minimal rocky. In this region the capability of growth and reproduction of the soil cover is not thick. This caused a very less and dwarf trees are grown. Babul, Accacia, Senegal, Prosopis Spicigera and Prosopis Juli flora are grown in the very dry area. Babul is one of the best known plants for this area, which are growing in all the condition (very dry and sandy area), while Prosopis Spicigera is growing in semi – arid area in the eastern part of the western sandy area. Even it grows in rocky and sandy surface also. In some of the salty and soil area and Ranns of the dry area like, Pachpadra, Kanod, Sanwarla and Biramsar halophytic plants are grown.

The sandy area of Rajasthan is straightened north and towards the east into the productive agricultural regions. “It is believed to have been covered with a grass type of vegetation interspersed with tress of acacia, Prosopis and other genera which have been reduced to a desertic condition by centuries of overgrazing, burning and the cutting of tress of bushes for fuel or to provide emergency feed for livestock.”36

In Rajasthan, Camels, goats, sheep and buffaloes are found. But in northern area animals are found in good number especially in Bikaner, Ganganagar, Sikarand Jhunjhunu. Nagaur is famous for fine breed animals in whole country. Camels and

32 Imperial Gazetteers of India, Vol. XXI, p. 91. 33 Sharma, Dashratha, Vol. I, p. 6. 34 Imperial Gazetteers of India, Vol. XXI, p. 92; Singh, R. L., p. 56. 35 Singh, R. L., p. 56. 36 Ibid, p. 57.

18 Buffaloes have great importance for the whole regions, while goat, sheep and camels are having great importance in the sandy area especially in Jaisalmer, Barmer and Jalore. In Jaisalmer, Churu, Jalore, Jodhpur, Nagaur and Pali territories, sheeps have great importance. In Barmer territory one fourth of the population of goats are found.37

Forest Area

In Rajasthan, forest resources are very limited. About 43,382 Sq. Kms. covers the forest area, which consists about 12.7 per cent of the total area. The one third of the forest area can be categorised as completely stored for and rest two third is not dense and their quality is also not good. The forest area of Rajasthan has been very less productive in nature. Due to the very dry weather in the most of the regions of the Rajasthan, the growths of the vegetation are restricted to the few districts. About 67 per cent of the whole forests of the Rajasthan state lies into Banswara, Dungerpur, Udaipur, Bundi, Alwar and Chitorgurh districts, while the districts like Ganganagar, Churu and Barmer are lacking forests.

Minerals

In Rajasthan, there are many types of minerals and natural raw materials available in Rajasthan. These natural resources of Rajasthan were found in the central Aravalli area, the Delhi and the Vindhyan rock ranges. In Rajasthan both metallic and Industrial raw minerals and many types of building stones have been found.

In sandy area the brownish black or low grade coal have been found, while in the north western part of the state lime stones, permeable sand stones are found and the area is believed to have good oil deposits.

In Rajasthan, fuller’s earth, betonies and gypsum have are available, while mica, beryl, feldspar, quartz, tantalite etc. are found in the Central Aravalli range and also some precious stones, lime stones mining sites are also found in the region. Also a large number of good qualities of building materials like red sand stone and marble can be procured from the Vindhyan and Delhi rocks. A large number of metallic resources like lead, Zinc and silver and copper are deposited in the regions. Tungsten

37 Ibid, p. 72.

19 and manganese, which are significance for ferrous Industries, are amply found in Rajasthan and these resources provides big portion to its minerals prosperity.38

History

The early history of Rajasthan can be reconstructed on the basis of archaeological evidences. Two of the Ashok Rock Inscriptions are found at Bairat and in the Jaipur, which show that this region was the part of Maurya kingdom.39 After this the Bactrian Greeks held the old city of Nagari called Madhyamika near Chittore and the region near the Kali . At Udaipur, the coins of Apollodotus and Menander have been found.

In the south and south west the Sakas or Scythians were powerful from second to fourth century A.D. According to the Girnar Inscription dated about 150 A.D., Rudradaman ruled Maru (Marwar) and from fourth to seventh century the Guptas were ruled over the parts of the Rajasthan. But in the Seventh Century the Guptas were replaced by White Huns under the king Taramana. But after this king Harshavardhana of Thanesawar and Kannaj conquered the region to south of the Narbada. During Harashavardhana period Rajasthan was divided into four parts, as follows-

I. Gurjjara (Bikaner and parts of Shekhawati) II. Vadari (Southern and some Central parts) III. Bairat (Jaipur, Alwar and some parts of Tonk) IV. Muttra (The three states of Bharatpur, Dholpur and Karauli)

However Kotah, Jhalawar and some of the outlying of the Tonk fell under the ruler of Ujjain.

From the seventh century till the eve of eleventh century witnessed the rise of several Rajput clans, who ruled respective parts of the Rajasthan. The (later knows as ) migrated from and captured the south-western parts of the Mewar in Seventh Century. Later Parihars ruled over Jodhpur of Manda and then later in the Eighth Century the Chanhans and the Bhatis held on Sāmbhar and Jaisalmer respectively. Finally the Paramaras and the Solankis started their rule in the south

38 Census of India, 1961, p. 12. 39 Imperial Gazetteers of India, Vol. XXI, p. 93.

20 west by Tenth Century. But it is important to note that out of the above mentioned Rajput clans; only the Sesodias, Bhatis and are now represented as ruling Chiefs of Rajasthan. The Chauhans moved to south west and south east to Sirohi, Bundi and Kotah, while two others found in their original home land.

The other Rajput clans now representing among the Chiefs of Rajputana, the Jadons ruled at Karauli in the mid of Eleventh Century, the Kachwahas came to Jaipur from Gwalior in Twelfth Century, the Rathors from Kannaj and sifted into Marwar in the Starting of the Thirteenth Century.40

Various Rajput clans ruled in North India like Lahore, Delhi, Kannaj etc. They faced first Muslim attack on their territories and defeated by Mahmud, but his attack was not permanent. Later Solankis and Chauhans fought for supremacy. Later the Rathors of Kannaj joined the group, which gave a romantic theme to the traditions of the concluding parts of the twelfth Century.41 However in 1191 Pirthvi Raj the ruler of Ajmer and Delhi defeated Shahabuddin Muhammad Ghori in the first battle of Tarain42 but in next year he was defeated by Ghori. Muhammad Ghori annexed Ajmer, Hansi and Sirsuti and handed Ajmer to the son of late Maharaja as his own feudatory and appointed Qutib U ddin Aibek one of his favourite slave as Viceroy of India, who later after death of his master established his independence rule at Delhi known as .43

In 1194 another Rajput ruler of Kannaj Jai Chandra was defeated by Ghori.44 After this defeat the were restricted within their boundaries.45 In thirteenth Century, the Delhi Sultans annexed Malwa, the prosperous Southern Province. Further Alauddin Khilji annexed Gujarat ruled by Rajputs in early fourteenth Cencury. After Gujarat, he subdued Ranthambhors east parts and then the Chittor ruled by Sesodias. But these early Delhi Sultans failed to subdue them permanently;

40 Imperial Gazetteers of India, Vol. XXI, p. 94. 41 Ibid, p. 95. 42 Edward, Thornton, A Gazetteers of the Territories under the Government of the East India Company, and of Native States on the Continent of India, Neeraj Publishing House, Delhi, First Published in 1858, first reprint in India, 1984, p. 816; Habib, Mohammad and Nizami, Khaliq Ahmad, A Comprehensive of India, Vol.V, Part-I, the Delhi Sultanat (A.D. 1206-1526), Peoples Publishing House, New Delhi, First Published 1870, Reprint 1996, p. 162; History of India, Vol. III, ed. Jackson, A. V. Williams, Asian Educational Service, first Published in 1906, Reprint 1987, p. 57. 43 History of India, Vol. III, p. 58. 44 A Gazetteers of the Territories under E.I.C., and of Native States on the Continent of India, p. 816. 45 Ibid.

21 however they raided and plundered continuously.46 The Rajputs were at that time failed to defend them and lost their holds upon eastern and most exposed frontier. But soon the Rajputs were success to regain their position.47

At the end of the Fourteenth Century Timur attacked on Delhi. Timur attack caused for the downfall of Tughlaq dynasty at Delhi. This attack also facilitated for the rise of two powerful regional kingdoms; one at Gujarat48 and another at Malwa.49 These two regional power proved big fatal for Rajput Chiefs. The Fifteenth Century witnessed to saw an all-round struggle between them.

At the beginning of the Sixteenth Century witnessed the revival of Rajput power in the regions. Rana Sangram Singh (Sanga) of Mewar, Chief of Sesodias emerged as the powerful Rajput ruler. He was brave and able Chief, who expended the territories of his sovereignty. Rana Sangram Singh with the help of Medini Rao, the chief of Chanderi, defeated both Malwa and Gujarat respectively. In 1519 he defeated Mahmud II of Malwa. In 1526 again with help of Gujarat he routed Malwa and annexed all the eastern parts of Malwa. He also succeeded to capture fort of Ranthambhor and Khandhar. At the time of Rana Sangha the Rajputs power were full of its height. But he was no longer chief of the Dynasty.50

Next year in 1527 Rana Sangha fougth a decisive and significant war with at Khanwa a place presently in the Bharatpur district. In this war he was defeated by Babur.51 In 1534 Bahadur Shah of Gujarat annexed Chittor and regains all the territories earlier annexed by Rana Sangha.52

46 Imperial Gazetteers of India, Vol. XXI, p. 95. 47 Ibid, p. 96. 48 Zafar Khan popularly known as Muzaffar Shah founded the independent State of Gujarat in 1407. He attacked on neighboring States and defeated these States. But soon he died in 1409-10. After his death his grandson Nasiruddin Ahmad Shah became the Sultan of Gujarat. After his accession a new era was started in the Cultural and Political history of Gujarat. Under his reign the power and prestige of the State was raised in broad sense. Guajarat State Gazetteers, Ahmadabad District compiled by Rajyagor, S. B., Government of Gujarat, Ahmadabad, 1984, pp. 71-74. 49 Firoz Shah Tughlaq handed Malwa to Dilwar Khan Ghori. But after Tamur sacked on Delhi Dilawar Khan (1401-05) founded the independent Kingdom at Malwa. Dilawar Khan was succeeded by son Hoshang Shah (1405-34). Later Mahmud Khilji became the ruler of Malwa after over throne minor ruler Muhammad Ghazni. Under Mahmud Khilji rule (1436-75) Malwa come to its height of its power. He annexed many places in Rajputana such as Ranthambhor and Ajmer while in Deccan he annexed Ellichpur; The Imperial Gazetteer of India, Vol. XVII., New Edition, Published under the Authority of State for India in Council, p. 103. 50 Ibid., p. 96. 51 Ibid., p. 96; Chandra, Satish, Mughal Religious policies, the Rajputs and the Deccan, Vikas Publishing House PVT, LTP, New Delhi, 1993, p. 9. 52 Imperial Gazetteers of India, Vol. XXI, p. 96; Mughal Religious Policies, the Rajputs and the Deccan, p. 12.

22 After Rana Sangha, Jodhpur under the leadership of Maldeo emerged as the strong Province into the Rajputana territories. After Babur, Humayun and Sher Shah were busy with fighting between each other. During this period Maldeo enhanced his Wealth and power.53

In 1544 Sher Shah succeeded to annex the Jodhpur and Ajmer. There were not kept long as a part of Delhi Sultanate because in next year Sher Shah was died in Kalinger. After his death, Maldeo again recaptured Jodhpur.54

In 1556 Humayun was died. After his death Akber became the Mughal Emperor. After his accession as Emperor, a new era was started in the history of the Rajputana Chiefs and their States.55

Akbar policies towards Rajput Chiefs were very significance in the history of Mughals as well as Rajputana. personally established good relationship with the Rajput chiefs especially who recognised Mughal sovereignty. He also established matrimonial alliance with Rajput families. Firstly he married with Bhar Mals daughter, later he married with Tipus daughter Rukmati, who was a minister of Maldeo.56 Definitely Akbar’s matrimonial alliances with the Rajputs were part of well thought politics. He was succeeded to gain alliance of strongest ruling class of country.57

On the other hand he also used his war policy towards Rajput chiefs to subdue them to accept Mughal sovereignty. Akbar succeeded to manage all the Rajputana States in a systematic way. Akbar also succeeded to annexed Chittor and Udaipur after successful campaign, but Sisodias of Udaipur did not accept the Mughal sovereignty and continued their struggle against Mughals.

The Kachwahas of Amber willingly accepted the Mughal Sovereignty and became the part of . Later the state of Bundi, ruled by Chauhans accepted Mughal Sovereignty. Akbar treated them as their allies. He gave them high

53 Imperial Gazetteers of India, Vol. XXI, p. 97. 54 Pahariya and Panagariya, p. 106-107. 55 Imperial Gazetteers of India, Vol. XXI, p. 97. 56 Mughal Religious policies, the Rajput’s and the Deccan, p. 17. 57 Ibid, p. 18.

23 status in Mughal army and appointed them as Mansabdars. Many Rajput Chiefs were entitled high rank in Mughal court.58

After Akbar, the relations between the Mughals and the Rajput’s were continued to strengthen under Jahangir and Shahjahan.59 Jahangir succeeded to establish his hold upon Mewar. Rana Amber Singh of Mewar accepted the Mughal Sovereignty, but was personally not appear before Mughal Emperor, while he regularly sent contingent to the Mughals.60

In the war of succession the Rajput chiefs either sided with Dara Sikoh or Aurangzeb.61 When war of succession broke out among the sons of Shahjahan came to an end and Aurangzeb became the Mughal Emperor, he forgave the Rajput chiefs for their offence and finally appointed them as the Mansabdars in respective Mughal territories. In his early period the Rajput chiefs were treated as their partners as previous Mughal Emperor’s treated them.62

Later for the time being Aurangzeb policy was changed towards Rajputana States. Now these Rajput Chiefs were not happy with Aurangzeb’s policy towards their States. Now Aurangzeb interfered into the internal affairs of these Rajput Stats, especially when Raja Jaswant Singh was died. Jaswant Singh was died without a male hire. The Mughal Emperor passed a Farman and annexed Marwar and into Imperial Khalsa. Aurangzeb also interfered into the affairs of Sojat and Jaitaran.

Aurangzeb also marched towards Ajmer after death of Maharaja to settle down the Problems with Zamindars. All these policies adopted by Aurangzeb led to the bitter relations between Rajput chiefs and Mughals.63

After the death of Aurangzeb, the Rajput Chiefs especially , and Kachwaha created an alliance to defend their territories by mutual supports, but after some time this alliance was broken up. Even though the Chief of Jodhpur and Jaipur continued to augment their power and annexed many territories existing near their State.

58 Imperial Gazetteers of India, Vol. XXI, p. 97. 59 Mughal Religious policies, the Rajput’s and the Deccan, p. 72. 60 Imperial Gazetteers of India, Vol. XXI, p. 97. 61 Imperial Gazetteers of India, Vol. XXI, p. 98; Mughal Religious policies, the Rajput’s and the Deccan, p. 82. 62 Mughal Religious policies, the Rajput’s and the Deccan, p. 83. 63 Ibid, pp. 86 and 87.

24 In Indian history a new era was started with the rise of Maratha power. The Marathas were affected the most parts of the Indian territories.64 The Eighteenth Century witnessed the disintegration of the Mughal Empire. The Mughal Governors rebelled against Central Authority. Afghans, Sikhs, Jats were also fight for their existence. At that time Syed brothers during the time of Farrukh Siyar attacked on Jodhpur and compelled to the Rathor Ruler to marry his princesses with the Emperor. When the Syed brothers were killed in the conspiracy, Rathor annexed the Ajmer in 1721.

Later on in mid Eighteenth Century Ajmer was annexed by the Maratha’s Chief, when a controversy was started for the throne of Jodhpur State. The Rajput rulers were not in position to safe guards their own territories.

Now the Marathas and the Pathans created problems for these Rajputana States. They threatened the Sovereignty of their States. At the same time a Jat leader occupied territories existing right of Jamuna and formed a separate State. He annexed many parts of the Rajputana and the Mughal territories. This new occupied territories were later emerged as the .

Till 1803 the Marathas were the master of all Rajputana States except some remote States in the North and North West regions of the Rajputana. The Maratha Chiefs Holkar and Sindhia raided the regions and looted the Rajputana States.

All these circumstances compelled the Rajputana States to enter into the relations with the British in India. They ultimately invited the British Authority to involve into the internal affairs of these Rajputana States. The British East India Company had already established their power in North India. Now they got an opportunity to establish their porwe in the Rajputana States as well.

In 1803 the East India Company was made an alliance with Bhuratpur and of Rajputana. General Lake and Wellesley was defeated Sindhia and compel him to lose his control over Rajputana States in the East and North East.65

Another powerful group in the Rajputana territory was Pindaris. Amir Khan was the leader of this warriors group. Pindari army was consisted of 30,000 horses

64 Imperial Gazetteers of India, Vol. XXI, p. 98. 65 Ibid., p. 99.

25 and foot soldiers and strong artillery at the beginning of the Nineteenth Century. At this time the Jodhpur and Jaipur state was busy in the fighting between each other.

At this situation the minor Chief asked British help through Charles Metcalfe, the Resident of Delhi in 1811. In 1817 Marquis of Hasting made an attempt to solve the Rajput problems and proposed an agreement to these Rajputana States. All the respective Rajputana States accepted East India Company serenity and concluded a treaty. These States were accepted British supremacy on its Foreign Affairs and political matters. On the other hand British E. I. C. was ready to protect its allies.66

In November and December 1817, firstly Karauli and then Kotah state were signed this treaty respectively. Further all the Rajputana States signed similar defensive treaty with the East India Company. After this treaty the Marathas were permanently abandoned from the Rajputana States. The British got Ajmer from Sindhia.

Earlier in 1817 Amir Khan the Pindari leader compels was to discontinue his army and also returned all Rajput territories occupied earlier.67 Now the East India Company became the master of all Rajputana States by signing this similar treaty with various Rajputana States.

On June 25, 1818 a treaty was signed between British East India Company and the Martha Chief Daulat Rao . According to this treaty Ajmer was came under British occupation from Martha Chief. The British officer General D. Ochterlony occupied the Ajmer city on July 28, 1818 and Mr, Wilder was appointed as the first Superintendent of Ajmer.68

After Ajmer occupation the British Authority established a military cantonment about 22.53 kilometres far from Ajmer city. This place was named as Nasirabad.69

Later in 1823 another treaty was signed between the British Indian Government and . According to this new treaty the administration of

66 Ibid. p. 100. 67 Ibid, p. 101. 68 Gazetteers of Ajmer and Merwara in Rajputana, Latonche, Office of the Superintendence of Government Printing, Calcutta, 1875, p. 15; Rajasthan District Gazetteers, Ajmer, Dhoundiyal, B. N., Government Central press, Jaipur, 1966, p. 82. 69 Rajasthan District Gazetteers, Ajmer, 1966, p. 82.

26 Mewar - Merwara comprising 76 villages came under British Government hands for ten years. On the other hand Udaipur state ready to provide Rs. 15,000 per annum to the British Government to maintain Civil and Military expenditure and further this treaty was extended time to time.70 The British authority at Ajmer ruled the city of Ajmer as well as Mewar-Merwara. In 1836 the Merwara was come under the North Western Province Government.71 Earlier in 1832 Ajmer city was came under North West Provincial Government.72

The British territory Ajmer and Merwara was administered by Agent to the Governor General for Rajputana and North West Provincial Government as well,73 but later in 1871 the city of Ajmer and Merwara was came under Foreign and Political Department of the British Indian Government from North West Provincial Government rule. However the Agent to the Governor General for Rajputana became the Ex-Officio Chief Commissioner of Ajmer-Merwara.74

70 Gazetteers of Ajmer – Merwara in Rajputana, p. 17. 71 Rajasthan District Gazetteers, Ajmer, 1966, p. 87. 72 bid, p. 86. 73 Ibid, p. 90. 74 Ibid, p. 91.

27 Chapter 2 Introduction of Railway in Rajasathan and Railway Construction Chapter-2

INTRODUCTION OF RAILWAY IN RAJASTHAN AND RAILWAY CONSTRUCTION

In 1873 the first railway in Rajasthan was introduced in Bharatpur territory. When a railway line was started to construct from Agar to Bharatpur1, covering a distance of 53.51 kilometres, was opened for firstly goods traffic in August 1873.2 For public traffic this line was opened on March 31, 1874. Further this line was extended to Jaipur via Helak, Nadbai, Kherli, Mandawar, Biwai, Bandikui, Arna, Doss, Jetwars, Basi, Kanota, Sanganeer and was opened for traffic firstly up to Doss on April 20, 1874 and to Jaipur on October 12, 1874. Further a railway line was constructed from Jaipur to Sambhar via Dhanika, Asalpur, Phulera. This railway line was opened for traffic on March 1, 1875.3

Simultaneously another railway line was introduced into Rajasthan. This Railway line was rum from Delhi to Bandikui. Firstly this line was constructed from Delhi to Rewari via Palam, Gurgaon, Garhi-Harsaru, Farukhnagar and opened for traffic on March 31, 1874. Further this line was completed to Alwrar via Bawal, Ajeraka, Khirtal, Barwara and opened for public traffic on September 15, 1874. This railway line was further extended up to Bandikui via Malakheri. Rajarh, Baswa. Finally the whole line was opened for public traffic on December 7, 1874. The total length of line from Delhi to Bandikui was 216.45 kilometres4.

Construction of railways in Rajasthan was started by British Indian Government for their own Political and Economic interest. By 1818 all Rajputana States signed a subsidiary treaty with British East India Company. After this treaty British Indian Government became the master of these Rajputana States.5 At the same

1. Dhoundiyal, B. N., Rajasthan Districts Gazetteers, Ajmer, Government Central Press, Jaipur, 1966, p. 347. 2. Administrative Report of the Rajputana States Railway, Rajputana States Railway, Nabhu, Delhi, 2010, Report of the Progress of the working the year ending March 31, 1874, Agra, July 31, 1874, p. 5. 3. Administrative Report of the Rajputana States Railway, Report of the Works during the Year ending March 31, 1875, Agra, May 22, 1875, p. 1. 4. Ibid., p. 2. 5. Aitcheson, C. U., A Collection of Treaties, Engagements and Sanads relating to India and Neighbouring Countries, Kraus Reprint, A Division of Kraus Thomson Organization Limited, Nendeln/Liechtenstein, 1973. For details see separate treaty accepted by individual Rajputana State.

28 time East India Company annexed Ajmer from Shindhia. Now Ajmer became the centre and from here British could to easily control the respective Rajputana States.6

On March 23, 1864 Captain C. K. M. Walters, then the Political Agent at Bharatpur clearly defined the motives behind to the construction of railways in Rajasthan. In his letter to the Agent to the Governor General for Rajputana, he mentioned that “a railway from Agra to this place, would not only be a very remunerative investment, but would tend materially to open out the resources of the Bharatpur State. As you are aware, there is an enormous trade at this place in salt, all of which goes to Agra. The traffic, at present, is very heavy along the line of road, and when the road is open through to Jaipur, it will of course materially increase.”

At the same time he informed the Agent to the Governor General for Rajputana that the Agra and Bharatpur State and its people along with Europeans were excited to have a railway link between these two states.7

Earlier after the Revolt of 1857 British Indian Government gave great emphasis upon the development of means of communication like road and railways. The authority in Rajputnana counselled the all Rajputana States to develop these means of transportation in their respective territories which had made easy to move British troops to maintain law and order in Raputana and also to improve trade and commerce in these regions. The British Indian Government wanted to connect all the military centres of Rajputana States, Agra, Central India and Ahmadabad with Ajmer then the centre of British Authority for Rajputana under Agent to the Governor General for Rajputana8. Jaipur State had great link with Ajmer and Agra, and Mewar with Nasirabad, Neemuch and Kherwara, and Marwar had a link with Ajmer and Ahmadabad. Similarly the whole South Rajputana had a significant trade links with Bombay through Ahmadabad and Gujarat9.

British Authority was now eagerly prepared a plan to bisected railways line in whole of the Rajasthan. On January 29, 1864 the Public Work Department appointed

6. , Jagdish Singh, The History of Rajputana, Vol. I., Sahitya Mandir, Jodhpur, First Edition, July 1937, p. 59. 7. Rajputana Agency Office Railway, file No. 126-I, 1863 to 1868 and 1877, No. 28/18G, Bharatpur, March 23, 1864, Serial No. 4, National Archives of India, New Delhi, p. 15. 8. Jain, M. S., Rajasthan through the Ages Vol. 3 (from 1761 to 1949 A.D.), Rajasthan Sates Archives, Bikaner, 1996, p. 305. 9. Ibid, p. 306.

29 a committee to prepare a plan for the construction of railways through Central India and Rajasthan to full fill the British interest. This committee on the advice of Head of Bombay Government, C. Trevelyan, Agent to the Governor General for Rajputana, Major Meade and Agent to the Governor General for Central India, prepared a plan for the construction of railways in Rajasthan and Central India. Following are the main highlights of this plan-

1. Bombay Presidency had to be connected with the North-Western Province of India with railways.10

2. A branch line had to be constructed from Delhi to Jaipur via Rewari and Alwar.

3. A Railway Junction had to be constructed at Agra or Mathura, of East Indian Railway, which had to be connected near Jaipur. Further a provision had to be made to construct a railway line from Jaipur to Agra via Bharatpur, or to construct a railway line which leave the Jaipur State and Delhi line either between Jaipur and Alwar or at Alwar, which further would connect Mathura and Agra via Dig, with a branch line to Bharatpur.

4. A main railway line had to be constructed between Jaipur and Ajmer. Further a branch had to be constructed to connect Sambhar salt lakhe and Nasirabad. Further Neemuch, the main line had to be extended to Indore via Neemuch, Jowra and Ratlam.

5. A railway line had to be constructed between Rajputana Railway line and Bombay, Baroda and Central Indian Railways at Baroda.

6. A railway line had to be constructed from Ahmadabad to Deesa and further this line to be extended to Sindh (Pakistan).

Finally this committee stated that above proposed main line which had to be run through Rajputana States and Central India, had to be facilitated all necessary requirements in the regions. A railway link had to be established by the proposed railways line between Rajputana and North-West India through Delhi, Mathura and Agra. The resources of Rajputana had to be opened by connecting these regions with Indian railway system. This committee further added that the motive behind this proposed railway line was to “The whole of the Military stations in Rajputana and

10. Rajputana Agency Office, Railway, File No. 126-I, Serial No. 6, p. 19.

30 Central India will be united by rail. The most important of the Native cities will also be placed on the lines or in close proximity to them…”11

It is very interesting to know that the planning of the construction of railways in Rajasthan was done after prior approval of respective Rajputana States. All the Rajput rulers were informed through Political Agents of all the Rajputana States, about this proposed plan of railway network which had to be constructed in their territories. Before any construction work British Indian Government proposed some important terms before these Rajputana States and asked to accept these necessary terms which facilitated construction of railways in these regions.12

Even some Rajputana States were greatly eager for introduction of railways in their territories. On March 23, 1864 the Political Agent of Bharatpur State informed to the Agent to the Governor General for Rajputana that the Native people and Europeans as well both from Agra and Bharatpur were eagerly waiting for railway construction between Agra and Bharatpur a distance of 51.5 kilometres. Further he added that the Bharatpur State had also having same opinions. Because this line was very significance for both company and natives as well. Further he added that when this line had to be connected with Jaipur, it would prove materially very significance, because all these regions had great routes of trade and commerce. He also enquired to know about share of Bharatpur State with the railway company.13

The Agent to the Governor General for Rajputana informed to the Secretary of Government of British India, Foreign Department, Fort William for the sanction of this proposed line from Agra to Bharatpur.14 The Governor in Council was not in favour to allow a Minor king of Bharatpur to invest any money for construction of railways in their territories. But the Council gave their consideration that any financial help from Rajputana States had to be very significant for the construction of railways in Rajasthan.15

11. Ibid., p. 20. 12.Rajputana Agency Office, Railway, File No. 126-I, No. 946, Erinpur, July 15, 1864, Serial No. 7, p. 23. 13 Rajputana Agency Office, Railway, File No. 126-I, No. 28/18G, Bharatpur, March 23, 1864, serial No. 4, p. 15. 14 Rajputana Agency Office, Railway, File No. 126-I, No. 417/32G, Abu, April 1, 1864, Serial No.5, p. 17. 15 Rajputana Agency Office, Railway, File No. 126-I, Serial No. 06, No. 463, Simla, June 17, 1864, p. 19.

31 Now a clear proposal was provided by Lieutenant Colonel E. K. Eliot Agent to the Governor General for Rajputana for the construction of railways line through Rajputana and Central India. It was proposed that Delhi had to be connected with Railway line, started from Indore and passed through Central India to Jaipur via Neemuch and Mewar and further this line had to be bisected to Ajmer, the British Province. Then it had to be passed through Kishangarh to Jaipur State. Further this line had to extend from Jaipur to Delhi via Alwar and Gurgaon. At the same time another proposal was prepared that a branch line had to be constructed either a direct line from Jaipur to Agra via Bharatpur or a railway link between Alwar state and Jaipur to Agra via Dig and Mathura.

The Agent to the Governor General for Rajputana also proposed that a branch line had to be constructed to connect Gujarat. This railway line had to be joined between a junction point at Indore and Neemuch, run from Baroda towards Rajputana States of Mewar, Banswara, Doongerpur and Pertapgurh.

He directed all the respective political agents of the Rajputana States (Mewar, Marwar, Bharatpur, Alwar and jaipur also communicated with the Maharajas of Mewar, Jodhpur, Bikaner, Jaisalmer, Bharatpur and Alwar), that informed all the respective States about the plan to pass the railways line through their territories and obtained their prior approval and all necessary helps for the construction work.16

The Rajputana States were welcoming the plans for the construction of railways through their respective territories. However before commencement of any construction work the British Indian Government proposed some definite terms before the Rajputana States required for the railway construction. These terms were as follows:

Firstly, 200 feet lands had to be needed for the construction of railways. These lands had to be provided by respective Rajputana States with all property. These states had to be paid Compensations to the owners for any destruction caused by construction work. Like houses, wells, gardens etc., because in British Provinces British Indian Government followed the same policy.

16 Rajputana Agency Office, Railway, File No.126-I, Serial No. 07, No. 946, Eranpura, July 15, 1864, p. 23.

32 Secondly, these Rajputana States had to be surrendered full jurisdiction and sovereignty to the British Indian Government.

And lastly, all the transit duties and other taxes on goods to be carried by trains give up to the British Indian Government. However further a terms had to be made to paid taxes on which goods when bulk to be broken.17

All the political agents and political superintendents of the respective States were directed to convince the Rajputana states to accept needed terms for the construction of railways proposed by Paramount Power. They were also directed to communicated All states that if they were not accepted the terms, they were not subjected to get benefit which would bring by the railways. Further British Indian Government added that above proposed railway route which passed through Rajputana States was carefully selected and withdrew any unnecessary destruction of native inhabitant.18

On May 15, 1865, firstly Bharatpur States were accepted terms needed for the construction of railways.19 On December 30, 1865 the Mewar, Alwar, Jhallawar, Partabgarh, Serohi, and Tonk States were accepted all the three terms.20 By October 1866 the Marwar, Dholpur, and Dungerpur States21 and after long correspondence on February 5, 1868 Jaipur22 and till end of 1868 majority of the Rajputana States accepted the terms on which land had to be surrendered for construction of railways in these Rajputana States.23

The conditions on which the Rajputana States surrendered land free of cost with full jurisdiction to the railway Company for the railway construction was new for them. Earlier the British Indian Government provided lands free of cost to the

17 Rajputana Agency Office, Railway, File No.126-I, serial no. 24, No. 721, March 24, 1864, p. 63. 18 Rajputana Agency Office, Railway, File No.126-I, Serial No.25, No.476, April 3, 1865, p. 65. 19 Rajputana Agency Office, Railway, File. No.126-I, Serial No. 26, No. 62/41G, Bharatpur, May 15, 1865, p. 67. 20 Rajputana Agency Office, Railway, File. No.126-I, Serial No. Serial No. 45, No. 1883/353G, Neemuch, December 30, 1865, p. 107; Rajputana Agency Office, Railway, File No.126-I, Serial No. 46, No. 140, Fort William, January 26, 1866, p. 109. 21 Rajputana Agency Office, Railway, File No.126-I, Serial No. 63, No. 1257/149G, Bewar, October 4, 1866, p. 143. 22 Rajputana Agency Office, Railway, File No.126-I, Serial No. 74, No. Jaipur, February 7, 1868, p. 171; Rajputana Agency Office, Railway, File No.126-I, Serial No. Enclosure to serial No. 74, February 5, 1868, p. 171; Rajputana Agency Office, File No.126-I, Serial No. 75, No. 95G, February 12, 1868, p. 178. 23 Jain, M. S., Rajasthan Through The Ages (From 1761 to 1949), Vol. III, Rajasthan States Archives, Bikaner, 1996, p. 308.

33 railways companies into British Indian Provinces. But the jurisdiction on land was remained with the British Indian Government.24

First Railway in Rajasthan

Railway construction in Rajasthan was started from two sides. Firstly from of United Province (Now Utter Pradesh) and secondly from Delhi Side. This commencement of the construction of railway in Rajputana States was fell under two separate Districts.

First districts were known as Agra Districts, because the construction of railways was started from Agra side towards Bharatpur of Rajasthan. Then this line was extended to Jaipur and Ajmer. Further this line was extended from Ajmer to Nasirabad.

Second Districts were known as Delhi Districts, because the construction of railway was started from Delhi side to Bandikui via Rewari and Alwar. This railway line was connected with a Junction point of Agra Districts line distance of 152.5 kilometres. 25 The Junction where both line joined was known as Bandikui Junction.26

3.1. Agra Bharatpur and Ajmer to Nasirabad Railway

This railway line was the part of Agra Districts of Rajputana State Railway. This line was firstly constructed from Agra to Bharatpur and then extended from Bharatpur to Nasirabad via Jaipur and Ajmer. This section of the Rajputana State Railway was constructed by Messers, Glover and Co. and all the necessary materials were provided by British Indian Government from the British Stock to the Railway Company.27

Earlier in 1864 Captain C. K. M. Walter the political Agent of Bharatpur proposed a railway line from Agra to Bharatpur a distance of 51.5 kilometres. The Bharatpur proposed to invest a sum of Rs. 5 lac for the construction of railways in

24 As per the first contract the British Indian Government ready to provide require lands free of cost to the Railway companies but in this context there was not mentions about jurisdiction right. The British Indian government was the master of lands and possess all the rights about the construction of railway in India. For detail, see Bell, p 60-62. 25 Administration Report of Rajputana State Railways, Progress Report (Open line) 1874-75, p. 1. 26 Administration Report of Rajputana Railways, Rajputana State Railway, Construction, Report of progress of works during the year ending march 31, 1875, Agra, may 22, 1875, p. 1 and 2. 27 Administration Report of Rajputana State Railways, progress report (Open line), 1874-75. p. 1.

34 their territory.28 But the British Indian Government had not accepted the proposal of Bharatpur State to invest any capital in the railway construction because at this time the Maharaja of Bharatpur was minor. Further Governor General in Council added that “the question of associating Native Princes financially in Railway Companies requires the gravest consideration”.29

Finally in July 1871 a proposal was made for railway from Agra to Ajmer and produced before British Indian Government. In August 1871 Government sanctioned the proposal and decided that whenever a cheapest contract was procured, the construction work had to be started. In October 1871 the Messers, Glover and Co. got the tender for the construction of railway from Agra to Sāmbhar on lowest rate. This company had already involved in the construction railways in Bombay Province.

In December 1871 the earth work was started from Agra to Sāmbhar of the Agra Division of Rajputana State Railway. By June 1872 almost all earth work was completed except near the Jumna River and Bhunda hill. At these both places work was on the way and satisfactory. On Jumna River, construction of a bridge was started. This bridge was unique in its nature because this was constructed for both railway and road traffic.30 On the Rajputana States Railways of Agra Districts Division, following bridges had to be constructed:

In Jaipur Division, Bridges had to be constructed at Shalas, Baungunga, pempoora, Jutwara, Pailarra, Jitala, Dhoond, Jillana and Jaipur Nullah fall. However in Sāmbhar Division- Amani Shah and Baundy Bridges had to be constructed over rivers.

All the necessary material was collected at the construction site and at the same time construction work on all above mentioned bridges from Agra to Sāmbhar, was started. Construction works of small bridges and Stations on the whole line was also steadily progressed. By June 30, 1872 the construction work from Agra to

28 Rajputana Agency Office, Railway, File No. 126-I, Serial No. 4, No. 28/18G, Bharatpur, march 23, 1864, p. 15. 29 Rajputana Agency Office, Railway, File No. 126-I, Serial No. 6, No. 463, Simla, June 17, 1864, p. 19. 30 Administrative Report of Rajputana State Railways, Annual report of progress of works in the Agra Districts, 1871-72, p. 1.

35 Bharatpur was progressed satisfactory but from Bharatpur to Jaipur the construction work was delayed.31

However construction work covering 48.28 kilometres towards Jaipur was satisfactory and from Jaipur to Sāmbhar the construction work was delayed. In this whole line the construction of bridges was badly effected due to the not ability of woods for the well curbs, especially in the Jaipur State. However the timber was imported from Kanpur.

In the Bharatpur State, the construction materials were not supplied at the construction site due to the bad means of communications. However in the Jaipur state transportation system was good, which supplied necessary construction materials to the construction site easily.

Another cause for delay of the construction was that the railway company got this contract on very low cost and was also directed to complete the railway construction very economically. The political agents of Bharatpur and Jaipur States were directed to makes every possible way for the railways in these deficit territories.

In June 1872 another fresh proposal was proposed by Engineer to extend this line to Ajmer and Nasirabad and also to Sāmbhar Lake. This revised plan for railway construction was also handed over to the Messers, Glover and Co. on the old rate construction.32

On the other hand the Superintending Engineer of Neemuch State Railway, informed the Agent to the Governor General for Rajputana about the development of railways in Central India towards Rajputana States. Firstly a line from Indore to Neemuch was surveyed and further a line was located from Neemuch to Nasirabad and one between these places was fixed. Also a line through Indore and Neemuch was surveyed. Further a branch line had to be located between Fatehabad and Ujjain.

Finally a proposal was accepted to construct a railway line from Neemuch to Ratlam. Further this line had to be extended to Burnuggur, Fatehabad with a branch line to Ujjain and this branch had to be connected to the Holkar State Railway at Indore, at a distance of 270.37 Kilometres along with 20.9 kilometres branch line.

31 Ibid., p. 2. 32 Ibid., p. 3.

36 At the same time another railway line was approved to construct a railway line from Neemuch to Nasirabad via Nimbherra, Chittor, humeergarh, Bheelwarra and Bhunderwarra, covering a total distance of 214.85 kilometres. At this time two lines were surveyed. First line was from Neemuch to Chittor via Jadaw and second from Bhilwara to Shapoora and Shapoora to Nasirabad.33

By June 1873 the construction of railways of Rajputana State Railway fell under Agra districts was yet to be completed, however the construction work was also started towards Ajmer. The British authority was expected that this line had to be completed by the end of this year. At the same time construction work on another branch line was also started towards Sāmbhar Lake.34 The construction of local bridges was completed by 1874 and works had to be progressed on big bridges.35

By 1873-74 the construction railways into the whole line from Agra to Ajmer was progressed satisfactory. By March 31, 1874 the rails was bisected up to Jaipur. The quality of the construction work was excellent. Even during construction work there was not any major conflict occurred between the railway company and the local people of the respective States. The railway company were also successfully to use local peoples for construction work.

Finally in August 1873 the railway line between Agra and Bharatpur was opened for goods traffic. In February 1874 the British Indian Government sanctioned to extend this railway line to Nasirabad.36

On March 31, 1874 the railway line between Agra and Bharatpur was opened for public traffic. Further on April 20, 1874 this line was opened for public traffic up to Doss covering a total distance of 179.84 kilometres via Helak, Nadbai, Kherli, Mandawar, Biwai, Bandikui and Arnu.37

33 Rajputana State Railway, Public Work Department, Annual report of Neemuch State Railway under Central India and Rajputana Agencies, 1871-72, No. 1231, p. 1. 34 Rajputana State Railway, Agra Districts, Annual report of progress of working during 1872-73, Agra, August 1, 1873, p. 7. 35 Rajputana State Railway, Agra Districts, Reports of progress of the works during the year ending March 31, 1874, Agra, July 31, 1874, pp. 1 and 2. 36 Ibid, pp. 5 and 6. 37 Rajputana State Railway, Construction, Report of the progress of works during the year ending March 31, 1875, Agra, May 22, 1875, p.1.

37 On October 12, 1874 the railway line from Doss to Jaipur opened for public traffic via Jatwars, Basi, Kanots and Sanganer. Finally on March 1, 1875 the whole railway line was opened for public traffic up to Sāmbhar via Dhankia, Asalpur and Phulera. The total length of the railway line from Agra to Sāmbhar was about 303 kilometres.38

The construction of railway towards Nasirabad was also started in May 1874 and till the end of the year the construction work was satisfactory. At this time about 80 present of the construction work of bridges was completed and at Nasirabad building a railway Station had to be completed very shortly.39

On August 1, 1875 the railway line from Pholera to Ajmer was also opened for public traffic. Also a branch line was constructed from Ajmer to Beawar of a distance of 52.18 kilometres and opened for public traffic on May 15, 1878. Further this branch line was extended from Beawar to Haripur of a distance of 33.55 kilometres and opened for public traffic on August 12, 1879. This branch line was fell under Rajputana State railway and from Ajmer to Nasirabad came under Rajputana Malwa Railway.40

After successful opening of the railway line from Phulera to Ajmer, a total length of 22.77 kms of railway line from Ajmer to Nasirabad was also completed and opened for traffic on February 14, 1876.41

38 Ibid, p. 1. and 4. 39 Ibid, p. 4. 40 Dhoundiyal B. N., Rajasthan Districts Gazetteers, Ajmer, The Sharma Bros Electromatic press, Alwar, March 1966, p. 347. 41 Administration Report for Railways in India, for the Calendar year 1913-14, Vol. II (Appendices), Railway Board, Government of India, Government Central Press, Simla, 1914, Rajasthan States Archives, Bikaner, p. 25; Supplement to the History of Indian Railways, Railway Board, Government of India, 1968, Maulana Azad Library, Aligarh Muslim University, Aligarh, p. 246.

38 Table 2.1

Summary of Agra to Sāmbhar Railway42

No. of Distance from Agra Name of Stations Opened for traffic Stations in Kilometres From Agra 1. 00.00 Agra Fort 2. 10.46 Bichpuri 3. 26.15 Achner 4. 41.44 Ikran 5. 53.51 Bharatpur Agra to Bharatpur on March 31, 1874 6. 65.17 Helak 7. 82.07 Nadbai 8. 99.37 Kherli 9. 118.68 Mandawar 10. 135.18 Biwai 11. 150.07 Bandikui 12. 162.14 Arnu 13. 179.03 Doss Bharatpur to Doss on April 1874 14. 191.10 Jatwara 15. 208 Basi 16. 218.06 Kanota 17. 230. Sanganer 18. 240.99 Jaipur Doss to Jaipur on October 12, 1874

19. 259.50 Dhankia 20. 277.20 Asalpur 21. 296.11 Phulera 22. 302.95 Sāmbhar Jaipur to Sāmbhar on March 1, 1875

3. 2. Sāmbhar Lake Salt branch Extensions

On March 1, 1875 the construction of railway was completed and opened for traffic to Sāmbhar Lake. On July 14, 1875 the British Authority approved to extend

42 Rajputana State Railway, Construction, Report of progress of works during the year ending March 31, 1875, p. 1.

39 Sāmbhar Lake branch to Japog, a length of 7.24 kilometers. In October 1876 this branch line was opened for traffic. On May 15, 1878 the British Authority approved another extension from Sāmbhar Lake branch to Jhowra a length of 27.36. Finally on December 20, 1879 this branch extension was opened for traffic. Further on February 15, 1881 another 2.01 kilometers of siding branch line was constructed to Kankaroola and opened for traffic. On September 1, 1891 another 9.94 kilometers length of extra sidings in Sāmbhar Lake was constructed and opened for traffic.43

Table 2.2

Summary of the extensions of the Sambhar Lake Salt branch44

S. Sections of Railway Date of Date of Length in kms No. Sanction Opening 1. Sāmbhar Lake Salt 08-04-1873 01-03-175 7.24 branch 2. Japog Extension 14-07-1875 October 1876 7.24 3. Extension from Sāmbhar 15-05-1878 20-12-1879 27.36 Lake to Jhowra 4. Kankaroola Siding 15-02-1881 2.01 5. Additional Salt siding in 01-09-1891 9.94 the Sāmbhar Lake Total branches of the Sāmbhar Salt Lake 53.79

3.3. Delhi to Bandikui Railway via Rewari and Alwar-

The second branch of railway construction into Rajputana States was started from Delhi to Bandikui via Rewari and Alwar. This branch of Rajputana State Railway was constructed under Delhi Districts. This section of Rajputana State Railway was constructed under departmental system while the section under Agra Districts was constructed by Messer’s Glover and Co. The total length of the railway line from Delhi to Bandikui was 214.84 kilometres. At the Bandikui Junction both

43 Administration Report on the Railways in India for the year 1908, Government of India, 1909, Rajasthan States Archives, Bikaner, p. 121. 44 Ibid.

40 line (Agra to Ajmer and Nasirabad main line and Delhi to Bandikui line) was joined through a Junction Station.45

On October 24, 1872 the Superintending Engineer of Delhi Districts, Rajputana State Railway informed to the Agent to the Governor General for Rajputana that during 1871-72 the construction of railway was not yet started in this branch line. Further he stated that the area was selected for the survey of line for the railway construction and the cost of the line was estimated for the railway line from Rewari via Alwar to the connecting Junction point at Agra-Jaipur main line.

An alternative surveyed was done and an estimated cost of the line was calculated for a railway line south of Alwar along with two Junction points that line, first Junction at Beawai and second at Bandikui.46 The British Indian might be sanctioned to construct a connecting railway Junction at Bandikui of Agra-Bharatpur- Jeypore line.

The construction of railway from Delhi to Bandikui was progressed. The construction of railway up to Rewari was to be completed but the rails was yet not bisected. At the same time construction work up on two Sahi bridges was also progressed.47

At Jataoli a bridge was constructed under the executive engineer Mr John Buyers and his assistant engineer Campbell Thomas within four months. The construction was started in February 1873 and completed by early June of this year. At the construction site, the Engineers and labours all were worked regularly and the needed materials were also supplied at the construction site time to time.

At the same time the construction of Ajeraka Sabi Bridge was also completed. By September the rail line was bisected from Rewari to Bandikui from both sides. The construction of railway stations between Rewari and Bandikui was also completed48.

45 Rajputana State Railway, Progress report of the Rajputana State Railway (open line), 1874-75, p. 1. 46 Rajputana State Railway, No. 5C-W, Ajeraka, October 24, 1872. 47 Rajputana State Railway, Construction, Report of progress of works during ending March 31, 1875, Agra, May 22, 1875, p. 3. 48 Rajputana State Railway, Construction, Report of progress of works during the year ending March 31, 1875, Agra, May 22, 1875. p. 5.

41 Finally on March 31, 1874 the railway line from Delhi to Rewari via Palam, Gurgaon, Garhi Harsaru, Jetaoli and Kalipur with a distance of 82 kilometres was opened for public traffic. Further on September 15, 1874 this was opened for public traffic from Rewari to Alwar via Bawal, Ajeraka, Khirtal and Barwara. The length of the line from Rewari to Alwar was 74 kilometres. Finally on December 7, 1874 the whole line was opened for public traffic. The total length of the line from Delhi to Bandikui via Rewari and Alwar was 216.45 kilometres.

Table 2.3 Summary of Delhi to Bandikui Railway49

No. of Stations Distance from Station Date of the opening From Delhi Delhi (in kms) for traffic 1. 00.00 Delhi 2. 17.70 Palam 3. 30.57 Gurgaon 4. 40.23 Garhi Harsaru 5. 60.35 Jataoli 6. 70.81 Kalilpur 7. 82.07 Rewari Delhi to Rewari on March 31, 1874 8. 96.56 Bawal 9. 109.43 Ajeraka 10 128.74 Khiratal 11. 142.42 Barwara 12. 156.10 Alwar Alwar on September 15, 1874 13. 175.41 Malakheri 14. 191.51 Rajgarh 15. 204.38 Baswa 16. 216.45 Bandikui Alwar to Bandikui on December 7, 1874

49 Rajputana State Railway, Construction Report of the works during the year ending March 31, 1875, p. 2.

42 Summary of the Delhi Ahmadabad Railway link through Rajputana States

Delhi Ahmadabad Railway line was the part of Rajputana Malwa Railway. This railway line was constructed by the Bombay Baroda and Central Indian Railway Company. The construction of railway between Delhi and Ahmadabad was started in 1870. On March 1, 1870 the British Indian Government approved for the construction of railway line from Delhi to Rewari. On August 14, 1872 the British Government sanctioned for the extension of this line from Rewari to Bandikui and on October 20, 1871 Government sanctioned for the construction of railway line from Bandikui to Phulera via Dausa and Jaipur. On April 9, 1873 Government further approved for the extension of this line from Phulera to Ajmer and finally on September 4, 1876 approved to extend this line from Ajmer to Ahmadabad via Bewar, Haripur, Sojat Roda and Palanpur.50

Here I provide a table on which consist details of the railway constructed from Delhi to Ahmadabad, which had constructed in two sections, as followed:51

Table 2.4

Rajputana Section (Main line)

S. Sections of railway line Date of Date of Length in Kms No Sanction opening 1. Delhi to Rewari 01-03-1870 14-02-1873 82.48 2. Rewari to Alwar 14-08-1872 15-09-1874 74.43 3. Alwar to Bandikui 07-12-1874 60.75 4. Bandikui to Dausa 20-10-1871 20-04-1874 28.57 5. Dausa to Jaipur 12-10-1874 61.15 6. Jaipur to Phulera 01-03-1875 55.12 7. Phulera to Ajmer 09-04-1873 01-08-1875 80.06 8. Ajmer to Beawar 04-09-1876 15-05-1878 51.90 9 Beawar to Haripur 12-08-1879 33.79 10. Haripur to Sojat Road 20-10-1880 32.99 11. Sojat Road to Palanpur 01-01-1881 238.18 12. Palanpur to Ahmadabad 04-09-1876 15-11-1879 133.57 Total main line constructed under Rajputana Section 932.99

50 Administration Report on the Railways in India for the year 1908, Government of India, 1909, Rajasthan States Archives, Bikaner, p. 120. 51 Ibid.

43 Table 2.5

Branches of Rajputana Malwa Railway on Rajputana Sections52

S. Agra Branch Date of Date of Length in No Sanction Opening Kms. 1. Agra Fort to Bharatpur 11-08-1873 54.94 2. Bharatpur to Bandikui 20-10-1871 20-04-1874 97.36 3. Agra Fort to Jumna 01-01-1876 2.41 Bridge (Agra) Total Length 154.71

3.4. Rewari Phulera Chord Railway

Later on the beginning of 1900 Century a railway link was established between Rewari and Phulera. On January 20, 1901 the British Indian Government sanctioned for the construction of a railway link from Rewari to Phulera via Narnaul. In the first instance at a 52.38 kms long railway line from Rewari to Narnaul was constructed and on December 20, 1904 this branch line was opened for traffic. Later this line was extended from Narnaul to Phulera and on May 15, 1905 the whole line was opened for traffic. The length of the line from Narnaul to Phulera was calculated as 161.79 kms or the while length of the line from Rewari to Phuler was calculated as about 214.17 kms.53

3.5. Neemuch Nasirabad Railway

The Construction of railway from Agra to Nasirabad via Jaipur and Ajmer was already completed. Another railway line from Delhi to Ajmer via Rewari, Alwar and Bandikui to Jaipur was too completed. Government of British India earlier prepared a plan to construct a railway line from Ujjain to Nasirabad.

In August 1879 Mr A. L. Cregeen, the Engineer in Chief of Neemuch Nasirabad State Railway prepared a plan, total estimate and report to construct a

52 Administration Report on the Railways in India for the year 1908, Government of India, 1909, Rajasthan States Archives, Bikaner, p. 121. 53 Administration Report on the Railways in India for the year 1907-08, Railway Board, Government of India, Government Central Press, Simla, 1909, p. 121; Administration Report on the Railways in India for the year 1913-14, Vol. II (Appendices’), Railway Department (Railway Board), Government of India, Government Central Press, Simla, 1914, p. 26.

44 railway line from Neemuch to Nasirabad and submitted it before the Director of State Railway Western System.54 On September 19, 1879 Colonel F. W. Peile, the Director of State Railway Western System submitted this proposal of railway line and its estimated cost of Rs. 86, 56, 547 before British Authority for its approval.55 Earlier on April 27, 1876, the Secretary of for India was already sanctioned a sum of Rs. 82, 48, 660 for the construction of railway from Neemuch to Nasirabad. However he ordered that the construction work to be start after the completion of Railway construction between Ahmadabad and Ajmer, which was progressed.

By mid-1880 the railway line between Ahmadabad and Ajmer was opened for public traffic. Now the Western Rajasthan got an opportunity to start the construction of railway in these regions. The construction of railways towards the Neemuch from the south had to be completed in next year and had to be open for traffic. Now it had to be quite easy to start the Construction of railway towards Western Rajputana States and connected this line with the Rajputana State Railway.56

Chief Engineer Neemuch Nasirabad State railway was assisted by Mr, Bell chief Engineer Neemuch – Sindia State Railway to prepare total estimate for every particular head of the cost of the proposed railway from Neemuch to Nasirabad. But both differed on cost of some particular heads, like class and cost of the mesonery of the big bridges etc.

According to Mr, Bells report Rs. 5-8 per 1000 cubic for earth work, Rs. 7-12 for moorum and Rs. 30 per 1000 cubic for rock were the rates. On this rate construction of railways was completed in Central India. However for the Holkar State Railway which was also constructed under Mr. Bells and the rate of the earth, mooeum and rock per 1000 cubic work was Rs. 6-14, Rs. 15 and Rs. 50 respectively but in case of Western Rajasthan the cost was fixed Rs. 7, 16 and 50 respectively.

Now the Chief Engineer Neemuch Nasirabad State Railway prepared a fresh estimated cost for the line on the rate of Rs. 7, 16 and 50 respectively. However the

54 Proceedings of the Public Works Department (Railway construction) Nos. 45-49, June 1880, No. 4; Proceedings of the Public Works Department (Railway construction) Nos. 45-49, June 1880, No. 46, August 12, 1879. 55 Proceedings of the Public Works Department (Railway construction) Nos. 45-49, June 1880, No. 5, September 19, 1879. 56 Proceedings of the Public Works Department (Railway construction), Nos. 45-49, Office Note, October 27, 1879, General No. 15226 and No. 5968-W, September 19 and October 1, 1879, p. 1.

45 cost of the girders had to be decided by the Director of Store on the basis of new contract.

In Central India Railway line, second class masonry was used. Mr. Bell recommended the cost57 of the masonry at the Rs. 48 per 100 to maintain all things. However Cregeen decided it as Rs. 70 per 100. The Berach and the Kudmai Bridge had to be constructed with second class masonry, which was obstructed on the Holkar State Railway and on Indore Rutlam Section of the Neemuch Sindia State Railway. The total height of the rectangular pillar on the was 53 feet and 3 inch. The cost of the bisecting wire fencing was decided at 4 anna’s per yard. However in case of Western Rajasthan this cost fell to 2 anna’s per yard. Rate was high on Neemuch Nasirabad Railway line because on this line soil was hard and rocky. The cost of the ballast was decided at Rs. 4 for 100; however the cost of bisecting rails was fixed at Rs. 6 anna per yard. At the Station yard a police and point men’s huts had to be constructed. Mr, Bell also proposed to construct a waiting room at Nimbahera Station for Europeans. Mr, Bell also proposed to construct goods shed at stations to store goods whenever goods were supplied from workshops, at the cost of Rs. 8500. But Cregeen argued that at the same rate an open shed made of rails and electroplate iron roofing had to be built. As this type of goods shads was built at Mughal Sarai and Kanpur Station on the East Indian Railway line.

On the above rates Cregeen, Chief Engineer Neemuch Nasirabad State Railway prepared estimated cost of the line for two divisions.58 Further this estimated cost of line was revised by the Chief Engineer Neemuch Sindhia State Railway, because there found many differences in the cost of railway as per the proposals prepared by these two Engineers.59

Finally on October 13, 1879 G. L. Moleworth the Consulting Engineer to the Government of British India for the State Railway gave his remarks for this proposed line. Moleworth agreed with the Cregeen and Co. to build a bridge on different site and place of the River Belach near Chittogarh.

57 Proceedings of the Public Works Department, (Railway Construction), June 1880, Nos. 45- 49, Part- A, No. 46, August 12, 1879, p. 1. 58 Ibid, p. 2. 59 Proceedings of the Public Works Department (Railway Construction), June 1880, Nos. 45-49, No. 47, July 1870.

46 Plans and Section: At many places level of lands had to be raised two or three feet, such as at the distance of 20.92, 106.5, 138.72, 143.23, 169, 175.41 and 207.6 kilometres respectively. At Barh Station ground level had to be raised two or three feet because at the Khari River flood would affect the traffic.

At the stations like Nanigaon station a distance of about 17 kilometres had to be bring on a piece of level. At Nimbhera station the gradient was to be enhanced through running between the girders of the Nimbehera Bridge at a distance of about 24.94 kilometres. At the Bhilwara station a distance of 108.63 kilometres the nullah had to be diverted aside, hence outside the station ground the line had to be crossed and the distance of 125.52 kilometres at the Mandal Road Station had to be sifted a little to north.60

According to Moleworth the cost of many particulars heads was low, like the estimated cost of the rolling stocks (Rs. 2445.71 per kilometre). He suggested that Rs. 81 lacks or Rs. 37282.27 per kilometre was enough for this proposed railway line from Neemuch to Nasirabad a distance of 216.45 kilometres. Further for the first division of this proposed line he recommended the rate of certain particular heads for sanction and suggested to Mr, Cregeen to revise the estimated cost for the second and third division on the basis of suggestions (He prepared estimated cost for first division of this line). Further he ordered to Mr. Horce Bell to commence the construction from Neemuch side. He also wanted to construct a bridge near Nimbhera which helped to open this division from Neemuch to Nimbhera as soon as possible. As the Nimbhera station had to be proved very significant to tap the traffic from Udaipur and Kanheewlie.61

60 Proceedings of the Public Works Department (Railway Construction), Nos. 45-49, No. 48, October 13, 1879, p. 1. 61 Ibid, p. 4.

47 Table 2.6

Estimated Cost of the first section of the Neemuch Nasirabad State Railway62

S. Head of the Account In England In India Total Rate/Kms. No. (Rs.) (Rs.) 1. Preliminary Expenses Nil 35,200.00 35200.00 497.90 2. Land (compensation for Nil 6,600.00 6,600.00 93.20 wells & Co.) 3. Construction of Line- A. Earth work Nil 2,43,909.00 2,43,909.00 3,444.00 B. Large Bridges 51,758.00 4,76,454.00 5,28,121.00 7,459.56 C. Minor Bridges 3,762.00 2,11,192.00 2,14,954.00 3,035.00 D. Level Crossing Nil 18,465.00 18,465.00 260.97 E. Fencing 3,517.00 27,759.00 31,276.00 441.79 4. Ballast & Permanent way- B. Ballast Nil 1,40,246.00 1,40,246.00 1980.30 B. Permanent way 3,96,184.00 3,36,519.00 7,32,703.00 10,347.07 5. Station &Buildings

A. Stations and Offices Nil 37,376.00 37,376.00 527.54 B. Workshops & Store Nil Nil Nil Nil Buildings C. Staff Quarter Nil 15,100.00 15,100.00 213.13 (Permanent) D. Staff Nil 13,200.00 13,200.00 186.41 Quarter(Temporary) E. Station Machinery 8.040 35,5580 43,620.00 615.77 6. Plant(Engineering, Nil 44,000.00 44,000.00 621.37 Station & office Furniture) 7. Rolling Stocks 1,40,699.00 Nil 1,40,699.00 1,987.14 8. Establishment Nil 1,76,000.00 1,76,000.00 2,485.00 6,03,960.00 18,17,600.00 24,21,560.00 34,196.54 Loss by Exchange 1,39,375.00 Nil 1,39,375.00 1,968.00 7,43,335.00 Nil 25,60,935.00 36,165.00

62 Ibid, p. 5.

48 Mr. Cregeen estimated the construction of railway from Neemuch to Nasirabad at Rs. 86,58,547. However the Secretary of State for India sanctioned Rs. 82,48,660 which was less by Rs. 4,09,887 for this proposed railway line. The total estimated cost of the railways was stand at Rs. 82,28,180 or 20,480 per kilometres which was less than the sanctioned amount, and the differences of Rs. 4,30,367 was treated as loss by exchange in Britain.63

The British Indian Government sanctioned Rs. 25,60,342 for the construction of railway from Neemuch to Dit, the first division of Neemuch Nasirabad Railway, however the Chief Engineer estimated this cost at Rs. 27,62,342. The sanctioned amount Rs. 24,21,560 for works and Co. whereas Rs. 1,39,375 was treated as loss by exchange.

The British Indian Government appointed Mr. Horce Bell, the Chief Engineer Neemuch Sindhia State Railway to execute this proposed railway because earlier he was successfully executed the Sindia Neemuch Railway. Government now arranged necessary materials for the construction for railway either from England or Native States. Now the Construction work was started without any delay. The British Indian Government also approved Rs. 2,78,780 which was spent earlier during survey of the line. This amount was now treated as preliminary expenses.64 The total preliminary expenses of second and third division till the date were calculated at Rs. 28,800 and 43,600 respectively or total Rs 72,400.

The total amount of Rs. 24,21,560 and Rs. 72,400 or total Rs. 24,93,960 was sanctioned by British Indian Government.65 Finally by the end of October 1879 Rs. 25,60,935 was approved for the first division of the railway by British Indian Government. Rs. 2,78,780 which was the previous survey expense was not included in sanctioned amount of Secretary of State for India.66 This sanctioned amount was divided into two heads. Rs. 18,17,600 had to be invested in India and Rs. 6,03,960

63 Proceedings of the Public Works Department (Railway Construction), Nos. 45-49, No. 49, November 6, 1879. 64 Ibid, p. 2. 65 Proceedings of the Public Works Department (Railway Construction), Nos. 45-49, June 1880, General No. 15226, No. 5968W, September 19 and October 1, 1879, p. 3. 66 Ibid, p. 4.

49 had to be invested in Britain while Rs. 1,39,375 was treated as the loss by exchange in Britain.67

Finally on December 22, 1879 the Chief Engineer of the Neemuch Nasirabad State Railway revised the estimate cost of the railway for second and third branch of Neemuch Nasirabad State Railway on the basis of suggestions or estimated cost of the first division of this proposed line prepared by the consulting engineer to the British India Government for state railways.

Now the revised estimate cost of the railways for both branches of south of the Nasirabad Calculated at Rs. 51,67,092 or Rs. 35,475.9 per kilometre. The revised estimated cost by the Chief Engineer was the early sanctioned amount by the Director General of Railway.68

67 Proceedings of the Public Works Department (Railway Construction), Nos. 45-49, General No. 15226, No. 5968W, October 1879, p. 3. 68 Proceedings of the Public Works Department (Railway Construction), No. 50 and 51, June 1880, No. 50.

50 Table 2.7

Neemuch – Nasirabad Railway line - General Cost in Rupees69

S. Main and Sub- Second Division (57.94 kms) Third Division (87.71 kms) Grand Total (145.64 kms) No Head of England India Total Cost/km England India Total Cost/km England India Total Cost/km . Account 1. Preliminary Expenses a. Survey Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil b. Plant Nil 28,800.00 28,800.00 500.00 Nil 43,600.00 43,600.00 500.00 Nil 72,400.00 72,400.00 500.00 c. Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Establishment 2. Land – Nil 5,400.00 5,400.00 93.75 Nil 60,787.00 60,787.00 696.87 Nil 66,187.00 66,187.00 456.87 including compensation for wells, tanks and co., 3. Construction of Line a. Earth work Nil 1,58,376.00 1,58,376.00 2,749.37 Nil 2,35,673.00 2,35,673.00 2,702.50 Nil 3,94,049.00 3,94,049.00 2,721.25 b. large Bridge 1,05,992.00 5,66,970.00 5,72,962.00 11,683.13 69,991.00 4,01,413.00 4,71,404.00 5,406.25 1,75,983.00 9,68,383.00 11,44,366.00 7,903.12 c. Minor 9,773.00 2,00,785.00 2,10,553.00 3,655.62 10,524.00 2,30,995.00 2,41,519.00 2,770.00 20,297.00 4,31,780.00 4,52,077.00 3,121.87 Bridge d. Level Nil 14,430.00 14,430.00 250.62 Nil 34,137.00 34,137.00 391.25 Nil 48,567.00 48,567.00 335.62 Crossing e. Fencing Nil 25,308.00 25,308.00 439.37 Nil 38,628.00 38.628.00 443.12 Nil 63,936.00 63,936.00 441.25 4. Ballast and Permanent Way a. Ballast Nil 1,10,741.00 1,10,741.00 1,922.00 Nil 1,65,790.00 1,65,790.00 1,901.25 Nil 2,76,531.00 2,76,531.00 19,37.90 b. Permanent 3,63,870.00 3,44,058.00 7,07928.00 12,290.00 5,37,819.00 6,12,717.00 11,50,536.00 13,194.37 9.01,689.00 9,56,775.00 18,58,464.00 12,834.3 way 7

69 Proceedings of the Public Works Department (Railway Construction), June 1880, Nos. 45-49, Part A., No. 50, No. 08C, January 13, 1880.

51 5. Station and Building a. Station Nil 41,568.00 41,568.00 721.87 Nil 52,284.00 52,284.00 599.37 93,852.00 93,852 648.12 and Office b. Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Workshop Store Building c. Staff Nil 41,591.00 41,591.00 721.87 Nil 22,650.00 22,650.00 260.00 Nil 64,241.00 64,241.00 443.75 Quarter Permanent d. Staff Nil 10,800.00 10,800.00 187.50 Nil 16,350.00 16,350.00 187.50 Nil 27,150.00 27,150.00 187.50 Quarter Temporary e. Station 13,990.00 73,484.00 87,474.00 1,518.75 12,669.00 52,629.00 65,298.00 748.75 26,659.00 1,26,113.00 1,52,772.00 1,055.00 Machinery 6. Plant- Nil 36,000.00 36,000.00 625.00 Nil 54,500.00 54,500.00 625.00 Nil 90,500.00 90,500.00 625.00 Engineerin g Station and Office Furniture 7. Rolling Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Stock 8. Establishm Nil 1,44,000.00 1,44,000.00 2,500.00 Nil 2,18,000.00 2,18,000.00 2,500.00 Nil 3,62,000.00 3,62,000.00 2,500.00 ent Grand Total 4,93,625.00 18,02,311.00 22,95,936.00 39,860.00 6,31,003.00 22,40,153.00 28,71,156.00 32,926.25 11,24,628.00 40,42,464.00 51,67,092.00 35,683.12

52 The construction of Railway from Ajmer to Nasirabad was already completed and opened for traffic on February 14, 1876. The length of line was calculated as 22.77 Kms. While on the other hands the construction of railway was started from Khandwa towards Rajputana States through Indore, Rutlam, Neemuch, to Nimbahera, Chitorgarh to Nasirabad were this main line had to be meet on Nasirabad Ajmer line.

On July 11, 1878 the construction of railway line was completed from Khandwa to Rutlam and opened for traffic. Further this railway line was extended from Rutlam to Neemuch and opened for traffic on July 2, 1880. Finally on December 01, 1881 the construction of railway was completed from Neemuch to Nasirabad via Nimbahera, and Chittor and opened for traffic.70

Table 2.8 Summary of the Neemuch Nasirabad Railway71

S. Sections of the railway Date of Date of Length in kms. No. sanction opening 1. Khandwa to Sanawad 01-02-1874 55.12 2. Sanawad to Mortakka 01-04-1874 5.63 08-01-1872 3. Mortakka to Chorla 20-01-1875 32.99 4. Chorla to Mhow 01-01-1878 25.25 5. Mhow to Indore 03-08-1876 20.92 6. Indore to Fatehabad 03-08-1876 40.60 Junction 29-10-1873 7. Fatehabad Junction to 11-07-1878 78.45 Rutlam 8. Rutlam to Jaora 25-02-1880 32.99 9. Jaora to Mandasaur 05-10-1877 08-04-1880 51.09 10. Mandasaur to Neemuch 02-07-1880 48.68 11. Neemuch to Nimbahera 10-03-1881 26.39 12. Nimbahera to Chittor 30-04-1879 19-03-1881 28.40 13 Chittor to Nasirabad 01-12-1881 161.98 14. Nasirabad to Ajmer 14-04-1874 14-02-1876 22.77 Total length of the railway 631.26

70 Administration Report on the Railways in India for the year 1908, Government of India, 1909, Rajasthan States Archives, Bikaner, p. 121. 71 Ibid.

53 3.6 Jodhpur State Railway

The first railway passing through Jodhpur territories was Rajputana Malwa Railway. Rajputana Malwa Railway was the property of British Indian Government. About 207.60 kilometres of Rajputana Malwa Railway was fell under Jodhpur territories with twenty stations. The Delhi Ahmadabad railway (main line) was passing through Jodhpur State. This line was entered in to Jodhpur state near Barr from the eastern side and left the state at Nana from the south-east. In 1879-80 a distance of 183.46 kilometres of branch line of Rajputana Malwa Railway was opened for traffic. A distance of 19.3 kilometres branch line of Rajputana Malwa Railway from Sambhar Lake to Kuchhaman Road via Nawa was constructed and opened for public traffic. This branch line covered 19.3 kilometres of the salt lake area.72

In the last days of 1879 A.D. Maharaja Jaswant Singh of Jodhpur expressed his willingness to construct a railway line connecting the capital city of Jodhpur with Rajputana Railway line at Bitoora73. When the construction of railway was started from Baar to Nawa branch of Rajputana Malwa railway in 1879 A.D. Maharaja Jaswant Singh demanded that this railway line should pass through Pali and connect to Jodhpur. But His proposal was not accepted because it increased the line by 11.27 kms.74

Maharaja Jaswant talked to Sir Bradford, Agent to the Governor General and his Engineer Col Steel. Sir Bradford gave the assurance that he would have given professional assistance when construction was started from Baar to Jodhpur line.75Agent to the Governor General for Rajputana gave a proposal to Maharaja to construct a railway line from Jodhpur to Pali and further proceeded to connect this line to Rajputana Railway line and the whole investment would have to bear by the Jodhpur State. Maharaja Jaswant Singh accepted this proposal and decided to construct this Railway line for the benefit of his subject on his own expenses.76

72 Rajputana Gazetteers, Vol. 111-A, The Western Rajputana States Residency and the Bikaner Agency, Eriskine, K. D., The Pioneer Press, Allahabad, 1909, p. 120. 73 Bhandari, R.R., Jodhpur Railway, A Northern Railway Publication, Delhi, January 1982. Rajasthan State Archives, Bikaner, p. 9. 74 Pande Ram, Railways in Rajputana, Basant, Jaipur, 1982. Rajasthan State Archives, Bikaner, p. 22. 75 Ibid., p. 22. 76 Bhandari, Jodhpur Railway, p. 9.

54 D Joscelyne, Executive Engineer of Nasirabad Public Work Department was appointed as the Executive Engineer of Jodhpur Railway.77 Agent to the Governor General appointed Col. Steel had to inspect the construction.78 Joscelyne79 and his assistant surveyed the line between Kharchi (Bitoora)80 to Pali. Joscelyne had submitted the total estimates of Rs. Five lakh81 to be incurred in constructing the line. Both Col. Steel and Maharaja Jaswant Singh approved the estimate submitted by Joscelyne and ordered to him to start the construction of the railway line first between Kharachi to Pali.82 Construction of this branch line was commenced on February 16, 1881 A.D. named as Jodhpur Railway.83 The construction of 29.77 kms84 long railway line From Kharchi to Pali was completed on February 28, 1882 A.D.85 Caption H. Pilkington, R.E. Deputy Consulting Engineer inspected the Jodhpur Railway on 28th June 1882 A.D. and recommended that the line was fit for traffic.86 On 27th July 1882 A.D. the line was provisionally opened for traffic.87

When the construction of railway from Kharchi to Pali line was under construction, the Director General for railways, Secretary Public Work Department and Secretary Foreign Department raised objection against construction of this branch of Jodhpur Railway.88 The reason was that the construction was started without the prior permission of British Indian Government. In August 1881 A.D. British Indian Government again attempted to know about the progress of this branch line of

77 Pande, Ram, Railways in Rajputana, p. 22. 78 Bhandari, Jodhpur Railway, p. 9. 79 Bhandari, Jodhpur Railway, p. 9; Pande, Ram, Railways in Rajputana, p. 23. 80 Kharchi is the new name of Bitoora Station which construction has already started. Both names have been borrowed from the two villages of mane existing nearly station. Being confused with Karachi, Maharaja further changed its name to Jaswantnagar. Later on name of the station has further changed to Jodhpur Station till the construction was on progressed. Finally in 1885 the name of this station was finalized as Marwar Junction the name which was still bears. See, Bhandari, Jodhpur Railway, p.16. 81 Total estimated cost of Kharchi to Pail was Rs. 3,59,097, cf. Proceedings of the Public Works Department (Railway Construction), August 1882. National Archives of India, New Delhi. No. 122. 82 Bhandari, Jodhpur Railway, p. 9. 83 Ibid. 84 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110; Bhandari, mentioned that length of the branch line from Kharachi to Pali was 32.19 kms, pp. 9 and 12. 85 Bhandari. Jodhpur Railway, p. 12 86 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 109 and 110. 87 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 136. Bhandari, Mentioned that Kharchi-Pali branch line of Jodhpur Railway was opened for traffic on June 24, 1882, pp, 9 and 15; Pande, Ram, Railways in Rajputana, p. 23. 88 Bhandari, Jodhpur Railway, p. 9.

55 Jodhpur Railway.89 Ultimately British Indian Government ordered to stop the construction of Kharchi to Pali railway line immediately. Major Steel was the strong supporter of Jodhpur Railway, refused to do so and resent the letter of Foreign Department dated September 3, 1881. For the next five months clarification and discussion were took place between Maharaja and authorities of British Indian Government.90 At last Lord Ripon granted the approval to the Jodhpur Railway on February 18, 1882 as a post facto.91

The railway line connecting Kharachi to Bitoora, was built in meter gauge and it connected the Rajputana Malwa Railway to Pali. The length of the railway line from Kharchi to Pali was 29.77 kms.92 The total sums of Rs. 3,95,79793 or Rs. 11,790 per kms were spent on this railway line. The main estimates were increased on the items such as rails, sleepers, and fastenings.94 The staff quarters were built at the cost of Rs. 11,86395 at Kharchi, including the Executive Bungalow and outhouses, clerk’s office and quarters, driver’s quarters. Workshops were also built at Kharchi96 at the cost of Rs. 6,823.97 On this railway line second hand rails were used, Ibs irons were procurred from Rajputana Malwa Railway. There are three culverts and one 400 feet long road dam on Khari River.98 There were only two stations one at Kharchi and second at Pali was built99 at a cost of Rs. 7,090 and Rs. 6,334 respectively.100 Each station consists of two end rooms connected by a covered corridor. There were a triangle, ash-pit and water lift at Pali and ash-pit and water lift at Kharchi. A small hut of flag station at Rajiwas and Bomadra were also built101 at the cost of Rs.270 and Rs.239 respectively.102 The staff courters were built at the cost of Rs. 11,863103 at

89 Bhandari, Jodhpur Railway, p. 9; Pande, Ram, Railways in Rajputana, p. 23. 90 Bhandari, Jodhpur Railway, pp. 9, 10. 91 Ibid., p.10, 12. 92 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110. 93 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 122. Bhandari mentions that total cost of the branch line was Rs. 3, 77,283, p. 12. 94 Bhandari, Jodhpur Railway, p.12. 95 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 122. 96 Bhandari, Jodhpur Railway, p. 13. 97 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 122. 98 Proceedings, Public Works Department (Railway Construction), August 1882, No. 110 Bhandari denoted Khari River as Khari Nalah, p. 12. 99 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110; Bhandari, Jodhpur Railway, p.13. 100 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 117. 101 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110; Bhandari, Jodhpur Railway, p.13. 102 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 117. 103 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 122.

56 Kharchi, like The Executive Bungalow and outhouses, clerk’s office and quarters, driver’s quarters. Workshops were also built at Kharchi104 at the cost of Rs. 6,823.105 Table 2.9 Total Expenditure of the first section of Jodhpur Railway from Kharchi to Pali106 S. Head / Sub Estimated Expenditure in To be Expenditure No. Heads of Amount in (Rs) (Rs) expended % Account expenses incurred more than expenses 1. Preliminary Rs. 9,777.00 Rs. 9,347.00 Nil 2.36% Expenses 2. Earth work & Rs. 15,970.00 Rs.15,944.00 Nil 4.03% Co. 3. Minor Bridges Rs. 18,058.00 Rs. 17826.00 Nil 4.51% & Culvert 4. Level Crossing Rs. 200.00 Rs. 325.00 Nil 0.082% &co. 5. Ballast Rs. 10,000.00 Rs.10,689.00 Nil 2.70% 6. Plate laying, Rs. 11,713.00 Rs.10,543.00 Rs. 1,076.00 2.93% including laying point and crossing 7. Rails and Rs. 1,30,000.00 Rs. 1,37,276.00 Rs. 2.973.00 35.47% fasting’s & co 8. Sleepers Rs. 90,000.00 Rs. 1,02,408.00 Rs. 3,946.00 26.89% 9. Stations Rs. 13,708.00 Rs. 9,770.00 Rs. 4,163.00 3.52% 10. Workshops Rs. 6.785.00 Rs. 6,823.00 Nil 1.72% 11. Staff Quarters Rs. 11,797.00 Rs. 11,763.00 Nil 2.97% 12. Station Rs. 6,732.00 Rs. 6,636.00 Rs. 1,593.00 2.08% machinery 13. Plant Rs. 8,949.00 Rs. 7,252.00 Nil 1.83% 14. Maintenance Nil Rs. 1,307.00 Nil 0.33% 15. Establishment Rs. 19,858.00 Rs. 21,320.00 Rs. 1,749.00 5.83% 16. Contingencies Rs. 5,550.00 Rs. 6,608.00 Nil 1.67% 17. Suspense Nil Rs. 2,860.00 Rs. 1,129.00 1.009% accounts Total estimates. Total expense. Rs. 16,619.00 Rs.3,59,097.00 3,78,797.00 Grand total- 3,95,416.00

104 Bhandari, Jodhpur Railway, p.13. 105 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 122. 106 Ibid.

57 The cost of the construction of Kharchi to Pali branch line came very constructed low and it proved very low. Telegraph line was not laid down with this first section of Jodhpur Railway line.107 There were twenty nine level crossings without gates and guards on this railway line. The speed of Train was restricted and not to exceed to 29.77 kms per hour, run both ways without turning at this speed.108

The first section of Jodhpur Railway was completed on very low rates. An Indian petty contractor Bhaskar Shewram had executed the construction of first section of Jodhpur Railway. He easily mobilized labur for construction work and also used materials available there on lower rates.109

After the construction of first section of Jodhpur Railway from Marwar Junction to Pali, Mr. Walter Home was appointed as new Manager of Jodhpur Railway on April 20, 1882 A.D.110, when the first section of Jodhpur Railway from Marwar Junction to Pali was opened for traffic. Maharaja Partap Singh demanded to Mr. Walter Home that a railway line should construct to Capital city of Jodhpur. Before its approval survey work was started from Pali to Luni on August 8, 1882 A.D. At this time without any construction work Manager of Jodhpur Railway gave a proposal to British Indian Government for its approval. Finally in May 1883 A.D. British Indian Government gave her assent for construction of railway line to Jodhpur. Now the construction work was started on fells fledged scale.111 40.1 kms long Pali- Luni section of Jodhpur Railway was opened for traffic on June 17, 1884 A.D.112 After this the construction of railway was continued to connect the Capital city of Jodhpur. Provision was also provided further for, easy connection to Pachpadra and then other parts of Rajputana States.113 Finally construction of railway was completed to connect Capital City of Jodhpur, and on March 9, 1885 A.D. this line was opened for traffic.114 At this time no restriction was imposed on the speed of the train because now Telegraph line along with it.

107 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110; Bhandari, Jodhpur Railway, p. 15. 108 Proceedings of the Public Works Department (Railway Construction), August 1882, No. 110; Bhandari Jodhpur Railway, p. 15. 109 Bhandari, Jodhpur Railway, p. 13. 110 Ibid., p. 15. 111 Ibid. 112 Bhandari, Jodhpur Railway, p. 15; Pande, Ram, Railways in Rajputana, p. 24. 113 Bhandari, Jodhpur Railway, p. 15. 114 Bhandari, Jodhpur Railway, p. 15; Pande, Ram, Railways in Rajputana, p. 24.

58 Pachpadra salt region was controlled by Jodhpur State.115 On 1885 A.D. construction of 96.56 kms of Luni-Pachpadra section of Jodhpur Railway was started. In the same year Sāmbhar Lake was totally failed to ful fill the demand of salt. Pachpadra region was salt reach region; hence demand of salt was fulfilled from this region after connecting it by Railway. Luni-Pchpadra section of Jodhpur Railway was opened for traffic on March 22, 1887 A.D.116

In 1886 A.D. Railway workshops at the coast of Rs. 4,774 and stores were also built at Jodhpur. Homes office and Resident was also sifted from Marwar Junction to Jodhpur. A carriage store was also built at Jodhpur Station to fulfill the need of Maharaja Private Carriage. During the same year a Post office was built at Jodhpur Station for Government Postal Department. For the construction of building government was ready to pay 7 ½ % interests on total outlay. Viceroy of India also visited Jodhpur in the same year and inspected the success full working of States Railway controlled by a native ruler.117 After opening, Jodhpur Railway was proved very profitable. In 1883 i.e. opening year it made a net return was 4.6% on the total spending of the capital of Rs. 4,99,866 and till 1889 A.D. it increased to 8.5% and total income was near about 3 ½ lakhs.118

Following table is a detailed description of railway routes constructed from Kharchi (Marwar) to Jodhpur under Jodhpur State Railway:

From To Date of opening Kms

Kharchi/Bitora/Marwar Pali July 27, 1882 29.77119

Pali Luni June 17, 1884 40.1120

Luni Jodhpur March 9, 1885 32.1121

Total length of railway line from Kharchi to Jodhpur- 101

115 Jain, pp. 192 and 193. 116 Bhandari, Jodhpur Railway, p. 16. According to Administration Report for railways in India, 1913-14, this branch line was opened in March 23, 1887, p. 177. 117 Bhandari, Jodhpur Railway, p. 16. 118 Ibid., p. 17. 119 Proceedings of the Public Works Department (Railway Construction), August 1882, No.11o. 120 Bhandari, Jodhpur Railway, p. 15; Pande, Ram, Railways in Rajputana, p. 24. 121 Pande, Ram, Railways in Rajputana, p. 24.

59 Another railway line was constructed under Jodhpur State Railway i.e. from Luni to Pachpadra. Total length of this line is as given below-

Luni to Pachpadra March 22, 1887 96.56122

3.7. Jodhpur Bikaner Railway

On July 13 and 30, 1889 a contract was signed between the British Indian Government, the Jodhpur and Bikaner states for the construction of railways from Jodhpur to Bikaner. In this agreement certain general terms and conditions were signed by these three123 which were as follows-

1. The constructed railways line had to be joint property of Jodhpur and . Each state had to be subjected to get all the profits from the branch line built under their territories.

2. This railway line had to be constructed by mutual cooperation of the both states. Hence this railway was known was Jodhpur Bikaner Railway.

3. Jodhpur Bikaner Railway had to be constructed as metre gauge railway line.

4. Jodhpur and Bikaner State had to be invested all the needed finance for the construction of railways, its maintenance and working of the railways in their respective territories.

5. The Bikaner state had to be provided Rs. 20 lakhs for the proposed railway construction, to the Jodhpur state at 4% interest. However the Jodhpur state had to return this money to the Bikaner state at the rate of Rs. 3 lakhs per annum.

6. Jodhpur Bikaner Railway had to be constructed on the basis of formal law which was prevalent in British Indian State Railways.

7. In this contract, there was not any provision made for rates and fares, however certain rates and fares were granted by executive order.

Before the formalisation of Jodhpur Bikaner Railway, the construction of railway in Jodhpur was started. The first section of Jodhpur States Railways was constructed from Marwar to Pali of a total distance of 30.57 kilometres and in July

122 Bhandari, Jodhpur Railway, p. 16. 123 Administration Report on the Railways in India for the year 1907, The Railway Board, Government of India, Simla, 1908, Bikaner States Archives, Rajasthan, p. 200 (For No. 1 and 7); For No. 1 to 6 see , Bhandari, Jodhpur Railway, p. 17.

60 1882 opened for public traffic. Further this line was extended to Luni, a distance of about 40.23 kilometres by 1884 then to Jodhpur city a distance of 32.18 kilometres by March 1885 and opened for traffic. By 1887 a distance of 96.56 kilometres of a branch line was also constructed from Luni to Balotra and through to Pachpadra and opened for public traffic.124

The British Indian Government informed to the Secretary of State through a communication letter No. 22 Dated March 11, 1890 about the plan and conditions decided between the British Indian Government, Jodhpur and Bikaner for the construction of railways from Jodhpur, a station on the Jodhpur State Railway, to the Bikaner. The railway line from Jodhpur to Bikaner had to be proposed to construct by these two states respectively. Mr, Viscount Cross the Secretary of State for India fully satisfied with the decisions taken by these two Rajputana States for their Subject.125

The Consulting Engineer to the Government of British India for State Railways prepared a plan and estimate for the construction of railway from Jodhpur to Jodhpur frontier, the first section of the Jodhpur Bikaner Railways. The British Indian Government sanctioned the estimated cost of Rs. 23,97,735 prepared by Consulting Engineer.126

Table 2.10

Total estimated cost of the first section of the Jodhpur Bikaner Railway from Jodhpur to Jodhpur Frontier (a total distance of 198.81 kilometres and plus 2.34 kilometres siding)127

S. Description of Length Rate per Amount Total No. works in Kms Rs. Rs. 1. Preliminary 25,000.00 25,000.00 expenses 2. Land 3,000.00 3,000.00 (Compensation- wells & houses)

124 Rajputana Gazetteers, vol. 111, p. 121. 125 Proceedings of the Public Works Department (Railway Construction), Government of India, June 1890, Nos. 336 to 345, No. 336, No. 336, Letter No. 42 Ry, April 17 1890, National Archives of India, New Delhi. 126 Proceedings of the Public Works Department (Railway Construction), Nos. 336-345, No, 339, letter No. 1588-I, May 12, 1890. 127 Proceedings of the Public Works Department (Railway Construction), Nos. 336-345, No. 341, 1890, pp. 1 and 2.

61 3. Construction of line- A. Earth work 201.16 285.83 /Km 57,500.00 Kms B. Bridge work- I. Culverts 26,000.00 II. Irrigation 2,000.00 85,500.00 drain 4. Ballast & Permanent Way- A. Ballasting 201.16 341.75 Km 68,750.00 Kms Permanent Way- Permanent Way 201.16,,, 8,699.19 Km 17,50,000.00 Material Plate laying 201.16,,, 310.68 Km 62,500.00 Laying point & 22 Set 200.00 Set 4,400.00 18,85,650.00 crossings 5. Station & Building- A.Stations & Offices- I. Station at 1,650.00 Chotasalwa II. Station at 5,000.00 Phalodi III. Station at 1,550.00 Mundwa IV. Station at 1,550.00 Nagore V. Goods Shed 5,000.00 at Chotasalwa, VI. Phalodi 5,000.00 VII. Nagore 5,000.00 24,750.00 VIII. Chokeys at- a. Banar 220.00 b. Jaleli 260.00 c. Khangta 230.00

62 d. Gotan 215.00 e. Deswal 230.00 f. Khajwana 230.00 g. Alai 230.00 h. Badasi 230.00 i. Bhagu 215.00 B. Workshops 20,000.00 & Store buildings C. Staff Quarter I. Clerks 1,160.00 Quarter at Chotasalwa II. Phalodi 2,330.00 III. Mundwa 930.00 IV. Nagore 930.00 V. Menials 465.00 Quarter at Chotasalwa VI. Mundwa 365.00 VII. Phalodi 1,210.00 VIII. Nagore 365.00 XI. Rest House 4,000.00 11,775.00 D. Station Machinery I Water supply a. Banas 4,000.00 b. Khangta 7,000.00 c. Phalodi 7,000.00 d. Nagore 2,000.00 e. Bhagu 7,000.00 II. Station 5,000.00 Signal III. Points & 5,000.00 Crossings VI. Ashpit at 500.00 Phalodi VII. Nagore 500.00 38,000.00 96,000.00 6. Plant- A. Engineering 6,000.00

63 B. Locomotive C. Carriage & 25,000.00 wagon D. Station & 5,000.00 36,000.00 office 7. Rolling Stock- A. Locomotives 1,00,000.00 B. Carriage & 1,40,000.00 2,40,000.00 wagon 8 Establishment- A. Salaries 17,000.00 B. Traveling 7,000.00 allowances C. 2,000.00 26,000.00 Contingencies Total 23,97,735.00 Grand Total 23,97,735.00

The British Authority had informed the Secretary of State of this full plan for railway into these two States and provided him an index plan. The British Authority also informed about the project which had been prepared by Consulting Engineer for State Railways and also informed to the Jodhpur State about this. The Secretary of State for India had earlier sanctioned this proposed railway project but the British Authority was accorded his sanctioned to this estimates. Further they added that Bikaner section of Jodhpur Bikaner had to be prepared within few months and had to be submitted before Secretary of State.128

In the estimated cost, the rate was not given, however the cost of the line per kilometres was very low i.e. under Rs. 11,962. The Consulting Engineer for State Railways also prepared a table for the cost of per kilometre along with all heads,129 which are as follows-

128 Proceedings of the Public Works Department (Railway Construction), Nos. 336-345, No. 61, 1890. 129 Proceedings of the Public Works Department (Railway Construction), Nos. 336-345, Enclosure No. 3 to Railway Despatch No. 61, 1890.

64 Table 2.11

Cost per kilometre130

S. No. Particular Head of Account Rate per Kilometre(Rs) 1. Preliminary Expenses 125.51 2. Land 14.91 3. Construction of line A. Earth work 289.55 B. Bridges- I. Minor Bridges 141.05 II. Large Bridges Nil C. Tunnels Nil D. Level Crossing & Co. Nil E. Fencing Nil F. Electric Telegraph Nil 4. Ballast and Permanent Way- A. Ballasting 346.10 B. Permanent Way 9,141.61 5. Stations and Buildings- A. Stations and Office 134.83 B. Workshop, Store Building & co. Nil C. Staff Quarter 59.03 D. Station Machinery 191.38 6. Plant- A. Engineering 30.44 B. Locomotive 125.51 C. Carriage and Office Furniture Nil D. Carriage and Wagon 24.85 7. Steam Ferries Nil 8. Rolling Stock A. Locomotives Nil B. Carriage and Wagon 1,207.32 9. Establishment 130.48 Average Total Cost Per Kilometre 11,962.00

Finally on May 30, 1890 the Secretary of State for India granted his assent for the construction of these proposed railways.131

130 Ibid. 131 Proceedings of the Public Works Department (Railway Construction), Nos. 336-345, Office Note, p. 4.

65 Now the construction work was started from Jodhpur to Bikaner under the name of Jodhpur Bikaner Railway. The construction of railway from Jodhpur City to Merta Road was completed in April 1891. The length of the railway line was 102.99 kilometres. Further this line was extended from Merta Road to Nagaur, a length of 56.3 kilometres by October 1891 and from Nagpur to Jodhpur Frontier (Bikaner Boarder) in December 1891.132 During the same time this railway line was completed to Bikaner and opened for publsic traffic. The total length of the railway line from Nagaur to Bikaner was 115.87 kilometres. The construction of railway from Jodhpur to Bikaner was completed within a year and opened for public traffic,133 at the total cost of Rs. 33,42,116, out of this total amount, Rs. 24,60,896 was invested in Jodhpur territories and Rs. 8,81,220 was invested in Bikaner territories.134

Sāmbhar Lake was the joint property of Jodhpur and Jaipur state. When the construction of railway was progressed from Jodhpur to Merta Road, the Jodhpur state in the next step considered to collect taxes from Salt traffic on the west side of Sāmbhar lake, because Jodhpur state claimed their hold on south-west part of the Sāmbhar Lake, while north-east135 part of the Lake was controlled by Jaipur state.

At this time Jaipur state was easily tap the salt traffic because by 1875 a branch line was constructed in Jaipur state. Further by 1876 and 1879 this branch line was extended to Japog and Jhowra respectively, a total length of 55.36 kilometres. This railway line was easily facilitated to export salt from the region to the other needed regions.

On the other hand transportation system was not developed into south-west part of the Lake. Due to the lack of transportation system in Kuchaman and nearest part of the region, production of salt was low in comparison to other part. Now the Jodhpur state was also decided to extend branch line of Jodhpur Bikaner Railway from Merta Road to Sāmbhar.136

132 Rajputana Gazetteers, Vol. III, p. 121; Bhandari, p. 19., The total length of the line from Jodhpur to Jodjpur Frontier of the Jodhpur Bikaner Railway was 198.8 kilometres, Proceedings of the Public Works Department (Railway Construction), No. 336-345, No. 341, 1890. 133 Bhandari, p. 19. 134 Rajasthan Districts Gazetteers, Jodhpur, Agarwal, B. D., Directorate of Districts Gazetteers, Government of Rajasthan, Jaipur, 1979, p. 243. 135 Bhandari, Jodhpur Railway, p. 19. 136 Ibid., p. 20.

66 By March 1893 a total length of 117.4 kilometres of railway line from Merta Road Station of Jodhpur Bikaner Railway was extended to Kuchaman Road and opened for public traffic.137 This railway line was constructed at the total cost of Rs. 15, 03,417.138

After opening of railway line from Merta Road to Kuchaman Road which was constructed by Jodhpur Bikaner Railway, further a railway link was established from Kuchaman Road to Sāmbhar. But this railway line was constructed by Rajputana Malwa Railway.139 Jodhpur – Bikaner Railway had two junctions with Rajputana Malwa Railway, one at Marwar and second at Phulera Junction. At Marwar Junction an interchange was established for both railway system (Jodhpur Bikaner Railway line and Rajputana Malwa Railway line).

3.8 Bikaner Bhatinda Railway

After the successful opening of Railway line From Jodhpur to Bikaner, The Maharaja of Bikaner wanted to connect Bikaner with Bhatinda by railway, because Bhatinda was one of the significant centre of trade in Punjab, which was not far from Bikaner State and connected with broad gauge railway system. The Maharaja of Bikaner decided to extend Railway up to Bhatinda via Dulmera140 and Suratgurh.141

This proposed Bikaner Bhatinda Railway line had to be financed by Bikaner state itself and to be constructed under Jodhpur Bikaner Railway System.142 The first section of the Bikaner Bhatinda from Bikaner to Khari (Now Dulmera), a total length of 66 kilometres was constructed and opens for public traffic143 on June 2, 1898.144

137 Rajputana Gazetteers, Vol. III-A, p. 121; Rajasthan Districts Gazetteers, Jodhpur, p. 243; Bhandari, Jodhpur Railway, p. 20; Pande, Ram, Railways in Rajputana, p. 25. 138 Rajputana Districts Gazetteers, Jodhpur, p. 243. 139 Bhandari, Jodhpur Railway, p. 20; According to Pande, Ram, Railways in Rajputana, in 1875 a branch line from Sāmbhar to Kuchaman Road was constructed and opened for traffic under Rajputana Malwa Railway and by 1893 Jodhpur was also connected with this line, p.24. 140 Bhandari, Jodhpur Railway, p. 20. 141 Ibid., p. 21. 142 Proceedings of the Public Works Department (Railway Construction), Government of India, Nos. 302–314, January 1899, Construction Report, National Archives of India, New Delhi, p. 1. 143 Ibid; According to Bhandari and Pandey Ram total length of the railway line from Bikaner to Dulmera was about 67.6 kilometres, Bhandari, Jodhpur Railway, p. 21; Pande, Ram, Railways in Rajputana, p. 29. 144 Rajasthan Districts Gazetteers, Bikaner, Sehgal, K. K., Directorate of Districts Gazetteers, Government of Rajasthan, Jaipur, 1972, p. 213; Pande, Ram, Railways in Rajputana, p. 29; Bhandari mentioned that first section of Bikaner Bhatinda Railway from Bikaner to Dulmera was opened on June 2, 1896, p. 21.

67 This branch line was constructed at the rate of Rs. 14,207 per kilometre.145 Further construction work was progressed on this from Dulmera to Lunkaransar, a distance of about 14.5 kilometres. Another proposal was submitted for the extension of this line from Lunkaransar to Suratgurh, a length of 101.4 kilometres. At the same time a survey was done for the construction of railway from Suratgurh to Bhatinda. The length of line from Suratgurh to Bhatinda was 136.8 kilometres.146

Dulmera to Lunkaransar railway line had to be constructed at the rate of Rs. 16,505 per kilometre.147 D. Joscelyne Esq. C. E., Secretary to the Agent to the Governor General Rajputana, Public Work Department submitted an estimated cost of Rs. 12,71,300 for the construction of railway from Lunkaransar to Suratgurh (Third section of the Bikaner Bhatinda Railway) before British Indian Government for its approval.148

Table 2.12

Estimated cost for the section of Lunkaransar to Suratgurh of the Bikaner Bhathinda Railway.149

S. Particular head of Sub Heads Main Heads No. Account Total cost Rate/Km Total cost in Rate/Km in Rupees in Rupees in Rupees Rupees 1. Preliminary In Rupees In Expenses Rupees A. Survey 3,000.00 29.58 7,000.00 69.04 B. Plant 500.00 5.00 C. Establishment 3,500.00 34.49 2. Land Nil Nil Nil Nil Nil

145 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, Office note, p. 1; The total cost of railway from Bikaner to Dulmera might be Rs. 9,37,710. 146 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, Construction Report, p. 1. 147 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, Office Note, p. 1; The total cost of line from Dulmera to Lunkaransar might be Rs. 2, 39,322. 148 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, No. 302, Letter No. 27475, August 29, 1898. 149 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, No. 302, Report, No. 305 Jodhpur, July 24, 1898 p. 4; Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, No. 313, Enclosure to Railway Despatch No. 1 of 1899.

68 3. Formation 2,52,800.00 2,493.38 A. Earth work 2,52,800.00 2,493.38 B. Tunnel 4. Bridge work 15,000.00 A. Large Bridges 148.00 B. Minor Bridges 15,000.00 148.00 5. Electric Nil Nil Nil Nil Nil Telegraph 6. Ballast & 7,35,400.00 7,253.27 permanent way A. Ballast 83,000.00 818.60 B. Permanent 6,52,400.00 6,434.67 way 7. Stations & 61,400.00 605.60 Buildings A. Stations & 6,000.00 59.15 Offices B. Workshops & 6,000.00 59.15 store C. Staff quarter 12,200.00 120.30 D. Station 37,200.00 366.92 machinery 8. Plant 8,200.00 81.00 A. Construction 2,500.00 24.70 B. Engineering C. Locomotives 3,200.00 31.60 D. Carriages & wagons E. Station & 2,500.00 24.70 Office furniture 9. Rolling Stocks 1,51,200.00 A. locomotives 56,700.00 559.24 1,491.30 B. Carriage & 94,500.00 932.06 wagons 10. General Charges 38,800.00 A. Engineering 38,000.00 382.64 382.64 11. Fencing etc. 1,500.00 14.80 A. Mile & 1,500.00 14.80 gradient posts Total Cost 12,71,300.00 Cost Per Kilometre 12,538.84

69 W. Home, the Manager of Jodhpur Bikaner Railway mentioned in his report that earlier on November 30, 1896 the Secretary of State for India gave his assent for the construction of railway from Bikaner to Bhatinda.150 The British Indian Government provisionally sanctioned Rs. 12, 17,300 i.e. estimated cost of the Railway line from Lunkaransar to Suratgurh prepared by Chief Engineer of the Bikaner Bhatinda Railway.151 Finally in January 1899, the Secretary of State for India gave his assent on these estimated costs for railway.152 Shortly the construction work was started to extend this line from Lunkaransar to Suratgurh, a distance of 115.6 kilometres. This branch line was completed shortly and on January 1, 1901 opened for public traffic.153 Further this line was extended from Suratgurh to Bhatinda, a distance of i.e. 141.6 kilometres. Finally on September 9, 1902 this line was opened for public traffic.154

Below table indicates that the main expensive item was the permanent way, formation and rolling stocks while lands were provided by the State free of cost. In the railway line from Bikaner to Khari, a sum of Rs. 36.04 was invested in lands and the cost of the rolling stocks was also zero because rolling stock might be provided by Jodhpur Bikaner Railway.

So far as the three branch of Bikaner Bhatinda Railway are concerned, the first section from Bikaner to Khari was constructed at the rate of Rs. 14,207.67 per kilometre or at the total cost of Rs. 95, 2,766.35, second branch of this line was constructed at the rate of 16,505.48 per kilometre or at the total cost of Rs. 2, 26,358.47 while third section of this railway line from Lunkaransar to Suratgarh was constructed at the rate of Rs. 12,538.65 per kilometre or at the total cost of Rs. 12, 71,300 respectively.

150 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, Construction Report, p. 1. 151 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, No. 310, Letter No. 1790-RC, November 17, 1899. 152 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, List of papers, No. 314. 153 Rajasthan Districts Gazetteers, Jodhpur, p. 213; Bhandari, Jodhpur Railway, p. 21; Pande, Ram, Railways in Rajputana, p. 29. 154 Bhandari, Jodhpur Railway, p. 21; Pande, Ram, Railways in Rajputana, p. 29; The actual length of the line from Suratgurh to Bhatinda was 136.8 kilometres, Proceedings of the Public Work Department (Railway Construction), Nos. 302 – 314, No. 303, January 1899, Construction Report, p. 1.

70 Table 2.13

Table showing the Comparison of the estimated Cost Section wise155

S. Particulate head of Bikaner – Khari Khari – Lunkaransar – No. Account (Dulmera) section Lunkaransar Suratgarh (67.06 Kms) in section (14.32 section(101.38 Rupees Kms) in Rupees Kms) in Rupees 1. Preliminary 49.08 69.59 69.00 Expenses 2. Land 36.04 Nil Nil 3. Formation 1,687.02 1,019.05 2,493.56 4. Bridge work 125.00 251.66 147.80 5. Fencing 85.12 16.16 14.91 6. Ballast 984.25 840.10 818.35 7. Permanent way 11,060.40 11,739.56 6,434.92 8. Stations & 107.00 565.45 605.22 Buildings 9. Plant 16.15 34.79 80.78 10. Rolling Stock Nil 1,885.24 1,491.29 11. General Charges 56.54 84.00 382.76 Total per km (Approx.) 14,207.67 16,505.48 12,538.65

After successful construction of railway line from Bikaner to Suratgarh, the Bikaner state proceeded to extend this line up to Bhatinda. In April 1899 the British Resident at Bikaner raised the question regarding required lands for railway from Bikaner to Bhatinda which had to be passed British territory (Punjab) and .156 On the other hand the British Indian Government assured to provide required lands for this proposed railway.157

155 Proceedings of the Public Works Department (Railway Construction), Nos. 302 – 314, January 1899, Office Note, No. 2747 S, August 29 1898. 156 Rajputana Agency Western Branch, Railway, File No B-5, 1899, Office Note, Para. 1. 157 Rajputana Agency Western Branch, Railway, Para. 3.

71 Till July 15, 1899 no any final resolution was made for the acquisition of lands from Patiala and British Indian Government.158 On July 15, 1899 the British Indian Government sanctioned this proposed railway line.159

On the other hand the Patiala state demanded compensation for lands or share in the railway within its territory.160 While British Indian Government ordered to the Patiala state to provide lands for railway to the Bikaner state.161

Finally on November 30, 1899 the British Indian Government sanctioned the proposed project for its construction and assured the Bikaner state to provide required lands free of cost for the construction of railway from Suratgarh to Bhatinda as the whole.162

The British Indian Government in their letter no. 1351 RC dated on July 15, 1800 sanctioned Rs. 19, 42,757 for the construction of railway from Suratgarh to Bhatinda. Further Government added that British Authority at Punjab would be requested to the State to surrender required lands for railway.163

Though a latter of British Indian Government note 01 dated November 30, 1899 Patiala state issued an order for the surrender of required lands for the extension of Bikaner Bhatinda Railway from Suratgarh to Bhatinda which had to be constructed by Bikaner state on their own expense but Patiala state demanded compensation for lands.164

The British Indian Government enquired that whether the Agent of Governor General for Rajputana would see any objection to giving Patiala state the option of leasing cost of proposed part of line in Patiala territory and taking reliable share of profits. This question appears other territories for the Bikaner state and they prima facie could not object to the Patiala state leasing cost of the line which had to be fall under Patiala territory and sharing the profits that might be determined upon.165

158 Rajputana Agency Western Branch, Railway, Para. 12. 159 Rajputana Agency Western Branch, Railway, Para. 22 & 24. 160 Rajputana Agency Western Branch, Railway, Para. 25. 161 Rajputana Agency Western Branch, Railway, Para. 26. 162 Rajputana Agency Western Branch, Railway, Para. 28. 163 Rajputana Agency Western Branch, Railway, Para. 33. 164 Rajputana Agency Western Branch, Railway, Para. 34. 165 Rajputana Agency Western Branch, Railway, Para. 35.

72 While the confidential papers clearly described the conditions on which compensations was demanded for ceded lands for railways would be entertained or otherwise. But the rules were widen for lands required in the Suzerain Power in the territories of its tributary Chiefs and except in rare situation the acquisition of lands for railways has generally free of cost.166

On the other hand the Bikaner state prepared not to share the cost of any section of the Bikaner Bhatinda Railway line with Patiala State and also opposed to pay any compensation to the Patiala state.167 While the Political Agent of Bikaner state asked to the British Indian Government to adopt the “General Rules” for the construction of railway and for the use of locomotive engines and rolling stock on the Suratgarh Bhatinda section of the Bikaner Bhatinda Railway line168and also to frame the General Rules for working the open line when this line to be opened.169

The total length of the line from Suratgarh to Bhatinda of the Bikaner Bhatinda Railway line was 141.62 kilometres, out of these the northern 33.8 kilometres were covered Patiala territory, the next 17.7 kilometres are covered by British Territory and the rest were Bikaner territory. But by June 5, 1901 only British section was got approval for its construction.170

But at the same time the Foreign Department provided the adoption of the “General Rules of 1895” for the open lines of railways to the part of the Suratgarh Bhatinda section which was situated within the Native state territory through notification Nos. 3063 I.B. Dated August 13, 1897 and No. 1280 I.B. dated March 26, 1901 related to the question of lands for railway in Jodhpur, Bikaner and Patiala states respectively.171

Finally on September 9, 1902 the last section of Bikaner Bhatinda Railway was constructed and opened for traffic.172

166 Rajputana Agency Western Branch, Railway, Para. 36. 167 Rajputana Agency Western Branch, Railway, Para. 52. 168 Rajputana Agency Western Branch, Railway, Para. 58. 169 Rajputana Agency Western Branch, Railway, Para. 59. 170 Rajputana Agency Western Branch, Railway, Para. 86; Para. 53, 55 and 57 of this note. 171 Rajputana Agency Western Branch, Railway, Para. 89. 172 Administration Report on the Railways in India for the Calendar Year 1908, p. 228; Bhandari, Jodhpur Railway, p. 21; Pande, Ram, Railways in Rajputana, p. 29.

73 Table No. 2.14

Details of the constructed line of Bikaner Bhatinda Railway line173

Sections of Date of Sanction Date of Length in Total Railways Opening Kms length in Kms Bikaner to Dulmera December 1895 02-06-1898 67.6 Dulmera to 27-01-1898 01-01-1901 13.4 Lunkransar Lunkransar to 09-02-1899 01-01-1901 102.24 Suratguarh Suratgarh to 15-07-1899 09-09-1902 141.62 324.9 Bhatinda

In 1887 the people of Sindh demanded that a railway line had to be constructed which connect Hyderabad (Sind of Pakistan) with the eastern part of country. Now the British Indian Government decided to construct a railway line from Hyderabad to Balotra via Shadipalli. In 1892 a broad gauge railway line was constructed from Hyderabad to Shadipalli, a distance of 88.5 kilometres. But later British Indian Government abandoned the plan to extend this line to Balotra, because this branch line was proved a loss to the British Government.

Now the British Indian Government requested to Jodhpur Bikaner Railway (Jodhpur and Bikaner State) to construct a railway line from Balotra to Shadipalli. From 1780 to 1847 Amarkot was the part of Jodhpur State but later it came under the direct influence of British Indian Government. Now Jodhpur state got an opportunity to connect Amarkot with the Jodhpur state. Jodhpur state had decided to extend its line from Balotra to Shadipalli.174

Finally a railway line was constructed from Balotra to Barmer a distance of 96.6 kilometres and on May 15, 1899 this line opened for traffic.175 Further on December 22, 1900 this line was extended to Jodhpur frontier and opened for traffic.

173 Administration Report on the Railways in India for the Calendar Year 1908, p. 228. 174 Bhandari, Jodhpur Railway, p. 21. 175 Bhandari, Jodhpur Railway, p. 21; Pande, Ram, Railways in Rajputana, p. 24.

74 The length of the line was 119 kilometres. Total length of the line from Balotra to Jodhpur frontier was 215.6 kilometres.176

Bhandari in his book Jodhpur State Railway mentioned that a railway line from Barmer to Shadipalli was opened for public traffic on December 2, 1900. The total length of the line from Barmer to Shadipalli was 230 kilometres. Further he added that Balotra to Shadipalli Railway having unique feature in the Indian Railway history because first time in Indian Railway history occurred that any State Railway System (Jodhpur Bikaner Railway System) which was controlled by Native States, who constructed and managed railways into British Indian territories. This railway line was 312.2 kilometres long, some length of the line fall under Native State and some under British Indian territories.

At the same time an agreement was concluded between the British Indian Government, Bikaner and Jodhpur state for the construction and working of the Balotra Hyderabad Railways.177 The terms and contracts of this agreement were as given below:

1. Jodhpur state and British Indian Government had to be provided necessary funds for railways in their respective territories. This line had to be constructed as per regulations on the basis of which Jodhpur Bikaner Railway was constructed. 2. Jodhpur Bikaner Railway had to the control the whole line and the Manager of Jodhpur Bikaner to be Manager of this whole line. 3. The Jodhpur and Bikaner states had to bear the expenses of required Rolling Stocks for Jodhpur Hyderabad Railway. However the British Indian Government had to pay at the rate of 5% interest to the both states for these expenses of Rolling Stocks.

Hyderabad Shadipalli railway was constructed as Broad Gauge. Now Jodhpur – Bikaner Railway determined to change this line into Metre Gauge in 1900. Finally on October 20, 1901 this line from Hyderabad to Shadipalli a distance of 89.31 kilometre line was converted into Metre Gauge Railway line. Mr, Bhandari states that

176 Pande, Ram, Railways in Rajputana, 24; According to the Rajputana Gazetteers, Vol. III-A, the actual length of the line from Balotra to Jodhpur Frontier (Sind Border) was 217.3 kilometres and by December 1900 this line was extended up to the Sind border, p. 121. 177 Bhandari, Jodhpur Railway, p. 21.

75 it was the one of the rare example that any Broad Gauge line was converted into Metre Gauge.178

Now from 1900 to 1904 Jodhpur Bikaner Railway was busy to straighten its position by increasing rolling stocks and provided facilities to the passengers. During this period the rolling stocks was increased from 17 to 48, the number of carriages from 94 to 205 and number of wagons from 250 to 933. This increment was calculated as 200%. During this some intermediate class carriages were also included into Jodhpur Bikaner Railway System stocks.

Till now Merta City and Bilara City was not connected with railways. The nearest Junction Merta city was Merta Road, a distance of 14.5 kilometres while Bilara city was 40.2 kilometres far from Pipar Road railway station.179

On January 2, 1904 Mr, Sukhdeo, a senior member of Mahkamakhas of Jodhpur informed the Resident of Western Rajputana States that the Jodhpur state had passed Rs. 1,00,000 for the construction of a light railway from Pipar Road to Bilara as a feeder to the main line. But due to the insufficient rails, Jodhpur state planned to construct a branch light railway from Merta Road to Merta city. He also submitted the accompanying form A with the Appendices A to C. This proposed 14.4 kilometres long railway line had to be constructed as surface line with old 36 lbs. Iron rail were bisected on wooden sleepers. For the construction of this branch railway line Rs. 80,600 or 5008 per kilometre was calculated excluding rolling stocks, which had to be supplied by Jodhpur Bikaner Railway.180 This railway line had to be very cheaply and light railway was to be constructed because it was proposed that the traffic was to be very light. Jodhpur state was asked for its approval from British Indian Government.181

Lieutenant Colonel R. H. Jennings, the Resident of Western Rajputana States, G. G. White, Secretary to the Agent to the Governor General for Rajputana and Chief

178 Ibid., p. 22. 179 Ibid., p. 23. 180 Proceedings of the Public Works Department (Railway Construction-A), Government of India, May 1904, Nos. 100-103, National Archives of India, General No. 3930/2 R.C., No. 100/2, January 2, 1904, p. 1. 181 Ibid., p. 2.

76 Commissioner in the Public Works Department Rajputana and Central India favoured the proposed plan for the construction of railway from Merta Road to Merta City.182

The Agent to the Governor General for Rajputana mentioned in his communication that this line had to be proved very significance for this region. These 14.4 kilometres long proposed railway had to be financed by Jodhpur state itself and to be constructed under Jodhpur Bikaner Railway and the same arrangements had to be implemented in regards of police and jurisdiction.183

Mr, W. Home, Manager of Jodhpur Bikaner Railway mentioned in his note that this propose railway line had to be constructed as Metre Gauge by Jodhpur state under Jodhpur Bikaner Railway. This line was naturally surface line and to be runs direct from Merta Road to Merta city. This line had to be constructed on very low rate and the traffic was to be very light. There was not any river and nullah on this branch line. However a considerable quantity of water to be flow across on place and the line had to be bisected very close to the ground level but this had not badly effected to the railway traffic.184

182 Proceedings of the Public Works Department (Railway Construction – A), Nos. 100-103, General No. 3930/1 R.C., No. 100/1, January 2, 1904, p. 1; Proceedings of the Public Works Department (Railway Construction – A), Nos. 100-103, General No. 3930 R.C., No. 100, January 2, 1904, p. 1. 183 Proceedings of the Public Works Department (Railway Construction - A), Nos. 100-103, No. 100, January 2, 1904, p. 1. 184 Proceedings of the Public Works Department (Railway Construction - A), Nos. 100-103, No. 100/7, January 2, 1904, p. 1.

77 Table 2.15

Abstract of the estimated cost of the line from Merta Road to Merta City (14.4 kilometres) with siding 1.6 kilometres185

S. Head of the Sub-Heads Main Heads No. Account Total Cost Per Kms (In Total Cost Per Kms (In Rupees) Rupees) (In Rupees) (In Rupees) 1. Preliminary 800.00 49.71 Expenses A. Survey Expenses 800.00 49.70 B. Plant C. Establishment 2. Formation 4000.00 248.55 A. Earth work B. Tunnels 4000.00 248.55 3. Fencing etc. 100.00 6.21 A. Fencing B. Road crossing 100.00 6.21 C. Gradient post 4. Bridge works 500.00 31.07 A. Large Bridges Nil Nil B. Minor Bridges 500.00 31.07 5. Ballast and 66,100.00 4,107.00 Permanent way A. Ballast 10,000.00 621.37 B. Permanent Way 56100.00 43,858.00 6. Stations & Buildings 8,300.00 515.74 A. Station & office 1800.00 111.85 B. Staff Quarter 1900.00 118.06 C. Station 4600.00 285.83 Machinery 7. Plant 200.00 12.43 Station & office 200.00 12.43 furniture 8. Land Nil. Nil. 9. Electric Telegraph Nil Nil 10. Rolling stocks Nil Nil 11. General Charges 600.00 37.28 A. Engineering 600.00 37.28 Total Expenses 80,600 5008.25

185 Proceedings of the Public Works Department (Railway Construction - A), Nos. 100-103, Report, p. 2.

78 Finally on April 29, 1904 the British Indian Government approved the construction of railway from Merta Road to Merta City.186 Now construction was started on this branch line. On January 18, 1905 this branch line was opened for public traffic187 with the restriction of maximum speed of 24.14 per kilometres per hour as suggested by R. W. Egerton, the Senior Government Inspector of Railway of Lucknow circle.

In his Inspection completed on December 29, 1904 Egerton mentioned that there was not any major Bridge on this branch line while two Minor Bridges, rails opening two feet span each and also at Merta City Station and Station building was constructed with rail level platform which was 300 feet long only. There was not any signal on this line and the line was also unfenced while at Merta Road Junction signal was established. There was not any station which was constructed between these two Stations.188

Earlier the Manager of Jodhpur Bikaner Railway informed the Senior Government Inspector of Railways, Lucknow circle that the construction work was completed and ready for its opening. The inspector asked the approval from the British Indian Government inspection.189 The British Indian Government approved his demand to inspect this line for its opening.190

3.9 Degana Hissar Railway

At the beginning of 19th Century the Jodhpur and Bikaner State respectively prepared a plan for the construction of railway line from Degana to Hissar. Degana was already connected with a railway Station on the Jodhpur Bikaner Railway, which was situated 74 kms west of Kuchawan Road. This proposed line had to be

186 Proceedings of the Public Works Department (Railway Construction - A), Nos. 100-103, No. 101 Letter No. 690 R.C. and No. 103, Letter No. 692 R.C, April 29, 1904, p. 15; Proceedings of the Public Works Department (Railway Construction – A), Government of India, F. No. 74-87, February 1905, No. 87, General No. 231 R.C., February 8, 1905, National Archives of India, New Delhi, p. 21. 187 Proceedings of the Public Works Department (Railway Construction – A), F. No. 74-87, p. 21; Bhandari, Jodhpur Railway, p. 23; According to Pandey Rams the railway line from Merta Road to Merta City was opened for traffic on October 18, 1905, p. 24. 188 Proceedings of the Public Works Department (Railway Construction – A), Nos. 74-87, No. 76, General No. 209 R. C. 189 Proceedings of the Public Works Department (Railway Construction – A), Nos. 74-87, No. 76, General No. 16461 R. C., December 19, 1904. 190 Proceedings of the Public Works Department (Railway Construction – A), Nos. 74-87, No. 75, General No. 2 R. C., January 4, 1905.

79 constructed north past the district of Didwana and Ladnun of Jodhpur State and it would further covered Sujangarh and then north – east past of Ratangarh, Churu and Rajgarh of Bikaner State and finally had to reached Hissar on the Bhatinda Branch of Rajputana Malwa Railway.

The total length of the line had to be calculated as 305.78 kms, out of this 96.56 kms fell in Jodhpur State, 162.54 kms in Bikaner while 46.67 kms in British Indian Province. It was proposed that that this railway line had to be built on the cost of between Rs. 9,942 and Rs. 11,806 per kilometre respectively. The Secretary of State for India approved this proposed line for its construction.191

In the first instance the construction work was started form Degana to Marwar frontier. The 98.35 kms long railway line was completed and on September 16, 1909 opened for traffic192 and another extended railway line from Marwar Frontier to Sujangarh i.e. about 2.3 kms long railway line was also opened for traffic on September 16, 1909. Further another 45.96 kms length of railway line was constructed from Sujangarh to Ratangarh and and on February 2, 1910 opened for traffic. Another 42.82 kms length of railway line was bisected from Ratangarh to Churu and on May 22, 1910 opened for traffic. Finally 127.72 kms length of railway was constructed from Churu to Hissar was and on July 8, 1910 opened for traffic.193

Summary of the Railways line constructed and sanctioned for its construction under Jodhpur Bikaner Railway till 1914, as followed:194

191 Eriskin, K. D., Rajputana Gazetteers, Vol. III-A, the Western Rajputana States Residency and the Bikaner Agency, the Pioneer Press, Allahabad, 1909, pp. 121, 353. 192 Administration Report on the Railways in India for the year 1913-14, Vol. II, Railway Department (Railway Board), Government of India, Government Central Press, Simla, 1914, Rajasthan States Archives, Bikaner, p. 177. 193 Ibid., p. 179. 194 Administration Report for Railways in India, 1913-14, Vo. II, p. 177.

80 Table 2.16 Jodhpur Bikaner Railway (Jodhpur Section)

S. Sections of Railway line Date of Length Total Grand No. Opening for in Kms Length in Toral in Traffic Kms Kms 1. Main Line- I. Kuchman Road to Merta 13-03-1893 117.48 II. Road 08-04-1891 102.99 III. Merta Road to Jodhpur 09-03-1885 32.19 IV. Jodhpur to Luni Junction 23-03-1887 80.47 V. Luni Junction to Balotra VI. Balotra to Barmer 15-05-1899 96.56 549.49 Barmer to Jodhpur Fronter 22-12-1900 119.80 Branches and Extensions- 1. Pachpadra Branch I. Balotra to Pachpadra 23-03-1887 16.09 16.09 2. Marwar Railway Junction Extension I. Luni Junction to Marwar 17-06-1884 40.23 II. Pali 24-06-1882 30.58 70.81 Marwar Pali to Marwar Junction 3. Phalodi Extension I. Jodhpur to Osian 21-09-1813 55.17 II. Osian to Marwar Lohawat 17-03-1914 43.81 98.98 4. Metra City Branch I. Metra Road to Metra City 17-01-1905 14.40 14.40 5. Bhagu Extension I. Metra Road to Nagaur 16-10-1891 56.33 II. Nagaur to Bhagu 09-12-1891 39.43 95.76 6. Marwar Frontier Extension I. Degana to Marwar Frontier 16-091909 98.38 98.38 Total Opened Railways line= 943.88 7. The railway line under construction or sanctioned for construction I. Marwar Lohawat to Phalodi 28.97 28.97 28.97 (sanctioned on 21st August 1912) Grand Total Railways line = 972.85

81 Table 2.17 Jodhpur Bikaner Railway (Bikaner Section)195

S. Sections of Railway Date of Length Total Grand No. Opening of lines length of Total in in Kms the lines Kms in Kms 1. Main Line I. Bhagu to Bikaner 09-12-1891 76.60 II. Bikaner to Dulmera 02-06-1898 67.59 III. Dulmera to Lunkransar 01-01-1901 13.39 IV. Lunkrasar to Suratgarh 102.24 V. Suratgarh to Bhatinda 401.45 09-09-1902 141.62 Branches and Extensions 1. Hissar Extension I. Marwar Frontier to 16-09-1909 2.28 II Sujangarh 02-02-1910 45.96 III. Sujangarh to Suratgarh 22-05-1910 42.82 IV. Suratgrh to Churu 218.79 08-07-1911 127.72 Churu to Hissar

3. Bikaner-Ratangarh Chord Line 756.99 I. Bikaner to Ratangarh 24-11-1911 136.74 136.74 Total opened Railway lines The Railway line under construction or sanctioned for its construction I. Ratangarh to Sardarshahr (sanctioned on March 6, 45.06 45.06 45.06 1914) Grand Total 802.05

195 Administration Report on the Railways in India, 1913-14, Vol. II, p. 179.

82 Chapter 3 Railway Construction: Acquisition of Lands for Railway in Rajputana States Chapter-3

RAILWAY CONSTRUCTION: ACQUISITION OF LANDS FOR RAILWAYS IN RAJPUTANA STATES

When the construction of railway was started in Rajputana States, a large number of construction materials were required such as rails, wooden sleepers, bricks, limes, engineering materials i.e. rolling stock, locomotives, etc. as well as lands on which the railway lines had to be bisected. When the construction of railways was started in British Indian territories, the British Indian Government provided lands for railways free of cost to the railways companies.1

By October 8, 1863 there were not any piece of land were acquired as per the terms and conditions were proposed by British Authority to Rajputana States. On this date the Agent to the Governor General for Rajputana informed about this fact to the British Indian Government.2

In September 1863 the Secretary to the Governor General, in Public Works Department gave his opinion that whenever lands were surrendered by any State for the construction of railways in their respective territories would have come under British Jurisdiction and would be formally attached with any specific Presidency.

The local government, Agencies and Administration informed to him that only in the Bombay Presidency, lands were surrendered to the British Authority by the local Chiefs for the construction of railways in their respective territories. The Gaekawar and the Nawab of Sucheen surrendered lands for railways. This land was attached with Bombay Presidency by an act passed by Bombay Council (Act I of 1862 and Act III of 1863). All these surrendered lands by local Chiefs were come under British Jurisdiction.3

It has already been mentioned that on January 29, 1864 Public Work Department appointed a committee by resolution to find out possibilities to construct

1 Bell, p. 5. 2 Rajputana Agency Office, Railways, File No. 126-I, Abu, October 8, 1863, Serial No. 2, No. 1235/B2, p. 3. 3 Rajputana Agency Office, Railways, File No. 126-I, Foreign Department, Extract, February 16, 1864, Serial No. 3, No. 60, p. 5.

83 railways line through Central India and Rajputana States. This committee prepared a plan for the construction of railways through Central India and Rajputana States and submitted to the British Authority at Bombay.4

At the same time all the Rajputana States were agreed for Railway Construction in their respective territories. But before any construction work, Colvin under Secretary to the British Indian Government, Foreign Department, wanted to settle down the matter or terms and conditions on which lands had to be surrendered for railway construction by these Rajputana States.5

4.1 Terms and Condition required for Railway Construction in Rajputana

Following similar terms and condition were proposed by British Indian Government to all the Rajputana States to accept before any construction work:6

1. All the respective Rajputana States had to surrender 200 feet lands in breath for the construction of railways line, Stations and other railways purposes without cost. These Rajputana States had to be paid compensation for any destruction of property like houses, gardens etc. on ceded lands to the respective owners. This compensation had to be pay from their own treasuries. In British Indian Provinces the British Indian Government followed the policies which now proposed for Rajputana States for the construction of railways in their territories. 2. On these ceded lands all respective Rajputana States had to surrender full jurisdiction and Sovereignty rights to the British Government.

4 Rajputana Agency Office, Railways, File No. 126-I, for details see the Report of the Committee appointed by Public Works Department, Resolution No. 449, January 29, 1864. 5 Rajputana Agency Office, Railways, File No. 126-I, March 1865, Serial No. 24, No. 721, p. 63. In this letter A. Colvin, under the Secretary to the Government of British India, Foreign Department informed the Agent to the Governor General for Rajputana States that British Authority satisfied to know that all the Rajputana States accepted the for the railway construction in their respective territories. 6 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to serial No. 24, p. 63. When I gone through the sources I have found that in the first Railway Contract signed on August 17, 1849 between the East India Company, the Bombay Baroda and Central India Railway Company and the Great Indian Peninsulan Railway Company. In this contract British Indian Government agreed to provide required lands free of cost to the Railway Companies in British Indian Provinces. However in that contract it was not mentioned to pay compensations to the owners for the loss of property as mentioned in first clause. For details see, Bell, p. 60-62.

84 3. Further these Rajputana States had to surrender all transit and other duties on goods, which had to be carried by these proposed railways. However duties on goods breaking bulk being conveyed to and from the railways had to be charged at the same rates or rates to be fixed by both authorities.

But the Rajputana States were not willingly accepted these three proposed terms and conditions. Individual Rajputana State shows various problems and suggested some modifications in these proposed terms and conditions to the British Indian Government.

But British Indian Government succeeded to convince or compel these Rajputana States to accept all these three terms and conditions proposed by British Indian Government after long correspondence took place between British authority and these Rajputana States. Calvin under Secretary to the British Indian Government clearly informed to the Agent to the Governor General for Rajputana, that without accepting three proposed conditions by all Rajputana States, the construction of railways could not started in their respective territories.7

4.2 Process to accept required terms and conditions by the respective individual Rajputana State

On July 15, 1864 lieutenant Colonel E. K. Elliot, the Agent to the Governor General for Rajputana communicated to the all the Political Agents of Rajputana States and ordered them to obtain the assent from their respective State through whose territories the railways line had to be constructed. He also ordered them to convince Rajput chiefs for their co-operation for proposed railways which had to be passed through their territories.

At the same time the British Authority communicated with the various Rajputana States through their respective Political Agents, and informed these states that British Authority would welcome any suggestions or proposals from any Rajputana State for route proposed for the railways line. They also assured these

7 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 24, No. 721, March 24, 1875, p. 63. In this letter A. Colvin, under Secretary to the Government of British India, Foreign Department informed to the Agent to the Governor General for Rajputana States that British Authority satisfied to know that all the Rajputana States accepted the proposal for the construction of railway in their respective territories.

85 Rajputana States that the paramount power would be considered the suggestions earnestly.

The Agent to the Governor General for Rajputana ordered to the Political Agent of Jaipur to settle down the matter of lands required for railway construction and also in regards of transit duties. The essential terms for the railways constructions were “that whether the sovereignty of the ceded land be granted or not the through traffic be free.’’

The British Authority clearly stated that for construction of railways, all Rajputana States had to surrender 100 feet wide land permanently and 50 feet wide land temporarily on each side of the line.8

On 10th August, 1864 the political agent of Jaipur, Captain W. H. Beynon informed the Agent to the Governor General for Rajputana that Jaipur State were welcoming the plan for the construction of railway through Jaipur territories. However Maharaja suggested some modifications in the proposed three terms by British Indian Government.

Following three suggestions were provided by him through his Khureeta9:- 1. That Jaipur state had to ready to surrender provide 200 feet lands for railway construction free of cost but Maharaja was not in favoured to pay compensations to the owners for any destruction of property like gardens, wells, houses tanks etc. which had to be caused by railway construction. 2. Jaipur state was not ready to surrender sovereignty rights on ceded lands. 3. Jaipur state was ready to surrender transit duties, however the goods which had to be breaking the bulk within the state territory be subjected to pay transit duties wherever goods were loaded or dislodged by the railways.

Further Political Agent informed that Maharaja promised to give his full co- operation for the construction of railways, which had to be constructed in Jaipur territories.10

8 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 7, No. 946, Erinpura, July 15, 1864, p. 23. 9 Khureeta was a State charter issued by Maharaja (King or the State). 10Rajputana Agency Office, Railways, File No. 126-I, Serial No. 8, No. 67/36G, Jaipur, August 10, 1864, p. 25.

86 On September 29, 1864 the Political Agent of Hadoti, Captain Henry Phillpotts informed to the Agent to the Governor General for Rajputana about the Khureetas, which were received from State of Bundi, Kota and Jhallwar subjected to the proposed railway line, which had to be constructed through these parts of Rajputana. It was proposed to construct the railway line between Neemuch and Nasirabad and further this line would be extended or connected with Sāmbhar and Jaipur to Delhi.

The Political Agent informed that Hadoti had not storm any importance for railway however Bundi have not produced except limited grains. In case of Kota, the state realised the great importance for trade and commerce for its foods grains for Neemuch and other neighbouring markets. On the other hand produced opium, which was prepared at Patun and exported to Indore and Bombay.11

The Maha Rao Raja of Bundi welcomed the British Indian Government plan for the construction of Railways from Neemuch to Nasirabad. He also gave his assent to pass railways through .12

On the other hand Maharaja of Kota raised some questions on the plan of British Indian Government to construct railway from Neemuch to Nasirabad passing through Jaipur territory and raised the queries relating with direct Road and its advantages for State and people. He agreed to provide lands free of cost or demand compensation for this ceded lands for railway construction. However Maharaja was ready to surrender sovereign rights upon ceded ands. But Maharaja clearly stated that whenever any destruction caused by railway construction, the state had rights to stop the construction work and this ceded lands again had to bring under state control.

On the question of transit duties Maharaja stated that whenever goods were exported from other states to Kota, transit duties would be charged on this foreign goods. Whenever goods were exported within Kota, state had to charge or levy transit duties.

11 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 12, No. 80/33G, September 29, 1864, p. 35. 12 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 1 to Serial No. 12, Enclosure No. 80/33G, September 1, 1864, Bundi, p. 35.

87 The proposed railways line had to be constructed from Indore to Neemuch. Further this line had to be extended to Nasirabad. If the line had to be constructed through Jhalawar, Kota and Bundi then it had to be passed Kota, Khairabad and Durrah. Maharaja was agreed to surrender 200 feet wide lands required for railway construction. Maharaja clearly accepted that British Indian Government was the now owners of lands.

There was an important centre of production in the Kotah state was Patun. At Patun many muslin traders, Bankers, merchants were resided and traded opium, cloths, spices etc. but these production was consumed by the natives except opium, which was exported to Indore. Others merchandise, which were exported or imported to other places were subjected to transit duties. Even the goods came from other states and entered through Jhalawar to Kota. It was subjected to transit duties on the basis of ancient customs.

Kota State was not in favoured to leave this revenue collected from these sources. Maharaja clearly stated that “I trouble you on the subject that in the event of the construction of a railway in my territory I may not suffer loss from not receiving transit duties.’’13

At the initial stage of the discussion for the construction of railways in to the Rajputana states, these Rajputana States had not easily accepted terms and conditions proposed by British Indian Government. But later on, all the states accepted proposed conditions.

The Political Agent of Bharatpur Captain W. Carnell informed to the Agent to the Governor General for Rajputana that Maharaja of Bharartpur was accorded his assent to construct railways line through Bharatpur State. The Maharaja and his regency council were very excited about having railways into Bharatpur state. But the Maharaja and his regency council wanted to change route as planned by British Indian Government.14

13 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 2 to Serial No. 12, Kota, September 22, 1864, p. 37. 14 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 13, No. 58/36G, Bharatpur, October 17, 1864, p. 39.

88 The Regency suggested that this proposed railway line would be bisected through Bhussawur Pargana and via Bharatpur to Agra in place of Deeg and Mathura. The Bharatpur State was the opinion that the proposed railway route would not be proved beneficial for Bharatpur State, its natives as well as for trade and commerce so it was to be changed.

On the question of proposed terms and conditions by the Paramount power for the construction of railways in the Rajputana States, the Bharatpur State willingly accepted those three conditions on September 20, 1864. The Regency clearly mentioned that ‘’we consider the construction of a railway and making over the land required for its construction as very necessary, and we accordingly agree to give up land to extent required, namely, 200 feet.’’

Further they informed that ‘’whatever goods may be carried on the rail no tax shall be imposed thereon by this Raj, though it is probable that the loss to the Raj from this will come to about 1 lac of rupees. Yet as great advantages will accrue to this state from the construction of a railway, no duties shall be levied,’’ and further they added that “the Raj agrees never to interfere with the 200 feet of land which has been given up for the construction of the railway at it has been given up for ever.’’15

The Agent to the Governor General for Rajputana Lieutenant Colonel E. K. Elliot informed the Political Agent of Udaipur about the proposed plan to pass railway from Rajputana and Central India. Further he conveyed that the Jaipur and Bharatpur State were agreed to provide required lands for railway free of cost and not imposed transit duties on goods to be passed through respective territories without breaking bulk.16

The Udaipur state was also prepared to provide required lands for railway free of cost. However state proposed that there should not disrupt the temples and important buildings of the state by railway. The Udaipur state was also demanded rights to decide either to place another lands free of cost or an average compensation would be demanded from Government or the railway company. While on the question

15 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 14, p. 41. 16 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 17, No. 1602, Erinpura, October 22, 1864, p. 47.

89 of transit duty, the Udaipur state was also ready to surrender the right to impose these transit duties on goods which had to be carried by railway without breaking bulks.

The Maharaja of Pratabgarh also willingly accepted terms and conditions proposed by British Indian Government for the construction of railways which had to be pass through Pratabgarh State. But Maharaja demanded that Paramount Power should pay compensations for any disruption that might be done during construction work.

On the other hand the was ready to accept the plan for the construction of railway construction in the State but the main demand from the State was to get compensations from the British Indian Government or Railway Company for any losses.17 The Political Agent of Udaipur stated that the chief of Dungarpur was ready to accept proposal for railway construction. He personally sought the permission from Agent to the Governor General to visit these states to convince them on the conditions proposed by the Paramount Power.18

Major J. P. Nixon, the Political Agent of Jodhpur informed to the Agent to the Governor General for Rajputana that the Maharaja of Jodhpur was ready to provide required lands for railway free of cost. But Maharaja was not in favour to surrender the sovereignty rights over those ceded lands. He also demanded compensations for any destruction such as houses, wells, gardens etc. which might be caused during construction work. On the question of transit duty the Maharaja claimed his right on transit duties upon goods and not in favour to surrender it.

The Political Agent of Jodhpur stated that the Jodhpur state might be suffered heavy loss of revenue in the form of transit duties, which was the source of revenue to the state. The Political Agent suggested to the Agent to the Governor General for Rjaputana that “some compensation will have to be allowed , if the foregoes its claim to tax goods when bulk is not broken, otherwise the Raj finances will suffer.’’

However the proposed railway line for Rajputana would not passed through Jodhpur State. The Railway line was firstly selected for its construction from Delhi to Ajmer, Nasirabad and Neemuch to Indore in the preference to one via Ajmer and Pali

17 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 21, No. 179/79, Udaipur, December 1, 1864, p. 55. 18 Ibid, p. 56.

90 to connect the Great Indian Peninsula Railway at Ahmadabad. Further he suggested that “the route via Pallee is both the best and the most needed.’’19

When the construction of railways was started in the British Indian territories, the British Indian Government provided lands for railways free of cost to the railways companies.20 Even some terms and conditions were proposed to the Native States of Central India and they interned accepted required terms and conditions proposed by British Indian for the construction of railway in their respective states i.e. firstly, the required lands for railway had to be surrendered permanently with full Jurisdiction Rights. Secondly, all the related disputes within railway limits would be settled by the respective Political Agent.21

On July 26, 1865 the British Indian Government again communicated with the States of Alwar, Dholpur, Tonk, Karauli, Kishangarh, Bikaner and Jaisalmer and reminded about the proposed railway line for Rajputana and Central India and asked for their approval of the terms and conditions proposed by British Indian Government earlier.

Through this communication the British Authority informed these states about the benefits of railways which brought in other parts of the country. They emphasised that “it is well known throughout India what benefits the railway brings in its train; how it is the means of exporting the products of a State thereby giving them a much large market and higher value, at the same time that it brings in the Wealth and manufactures of the other countries.’’22

On October 2, 1865 the Maharaja of Jodhpur assured to the Political Agent of Jodhpur that the state would provide full aid to the railway company for the construction of railways within Jodhpur territories. He accepted the conditions

19 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 22, No. 11/6G, Jodhpur, February 18, 1865, p. 59 20 Bell, p. 60; Sanyal, Nalinaksha, Development of Indian Railways, University of Calcutta, 1930, p. 16. 21 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 16 to Serial No. 3; Enclosure 17 to Serial No. 3; Enclosure 18 to Serial No. 3; Enclosure 23 to Serial No. 3. 22 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 29, p. 73. The Agent to the Governor General for Rajputana clearly informed to the said respective States that the British Indian Government were not ready to commenced the construction work for railways, unless all the respective States to accept conditions proposed by Government.

91 proposed by British Authority with some modifications and asked consent from the British Authority. Following modifications were proposed by him23

1. That the Jodhpur State was agreed to provide 200 feet lands free of cost to the Railway Company for the construction of railway and Stations. But Jodhpur state demanded compensations from Railway Company for the loss of property which might be caused during construction work.

2. The Jodhpur state was agreed to surrender full Jurisdiction and Sovereign rights to the British Indian Government on the ceded lands. However state demanded that none of its subject had to be refused on ceded lands.

3. The goods which had to be passed through Jodhpur territory would be subjected to pay transit duties at one fixed place within its territory in place of earlier tradition (Several places). And the goods braking bulk in Jodhpur or exported from Jodhpur, to be subjected to pay transit duties.

On the other hand the Maharaja of Jaipur was also accepted the proposed conditions but he suggested some modifications on proposed conditions, which were as follows24:-

1. The Maharaja of Jaipur state accepted to surrender 200 feet in width required for lands free of cost. But Maharaja demanded that the railway company had to pay compensations to the owners of houses, wells and gardens etc. on the ceded lands.

2. The Maharaja of Jaipur was ready to surrender full sovereignty and Jurisdictions rights to the British Indian Government on the ceded lands. But he demanded that the natives were not to be left as refugee in the hands of railway officials. Whenever they need protection, it should be provided and the native’s offenders were subjected to the Jaipur court.

3. And the Jaipur state had to surrender transit duties over goods passing through Jaipur territory without breaking bulk.

23 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 2 to Serial No. 40, Jodhpur, October 2, 1865, p. 96. 24 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to Serial No. 41, September 25, 1865, p. 98.

92 The Maharaja of Bundi also accepted the plan to construct railway in his territory. He stated that railway had to be proved very significance in the fields of trade and commerce, for travellers and pilgrims as well as for natives who can travel easily from one place to another on low rate.

But on the question of proposed three conditions which was necessary to accept before any construction work, he raised some objections. On first condition, he stated that Bundi State consisted full of hills, stones and rough grounds etc. he placed four objections, on which land had to be surrendered, which were as follows:-

1. The loss of revenue to the state on ceded land. 2. Compensations to the land owners. 3. The destruction of gardens and ancient buildings. 4. And destruction of Temples.

On the question of transit duties, he stated that all goods exported or imported from Bundi would be subjected to pay transit duties25 and also those goods braking bulk within Bundi territory would be subjected to pay taxes.

On the proposed condition about Jurisdiction, he emphasised that the Bundi State was not ready to surrender Jurisdiction to the British Indian Government. Further he added that Bundi State was unable to provide required materials for the construction of railway. Maharaja clearly declared that the Bundi State would be loyal to the Paramount Power and requested to adopt such policies, which would be proved beneficial for Bundi State.

The Maharaja of Kota was also raised some objections on the proposed three conditions to surrender lands for railway construction. Maharaja demanded compensations for any destruction which might be caused during construction work like other Rajputana states demanded. He clearly stated that thousands of acres of lands had to be lost by state and might be destroyed a large number of State buildings, Temples, Mosques, Saraies etc. during railway construction work. When these destroyed State Buildings, temples, Mosques and Saraies had to be re-constructed by State, and then definitely this would prove a heavy loss to the State.

25 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to Serial No. 42, Hadoti, September 1, 1865, p. 99.

93 Further he stated that the railway officials and servants would be presumed as British Indian Government Officials employee’s and might cause the conflict between them and the native peoples. The natives who resided near the line26 might break law and order which had to be implacable on ceded lands. In such condition it might be caused for the conflict between these two.

Maharaja clearly declared that British Authority was the Paramount Power and had right to do what they wanted in all matters. Further he added that the railway would prove very significance for the State and its subjects but the State was not in conditions to bear these heavy losses, which had to be caused during railways construction work.27

The Bombay, Baroda and Central India Company was prepared a plan to construct a railway line from Baroda to Neemuch and then this line had to be connected with Delhi via Jaipur and submitted a proposal before British Authority for its sanction.

A survey was already been completed from Baroda and then entered in Rajputana territories of Bitoora, Parsola, Deoli, Pratabgarh and finally reached to Neemuch. This proposed railway line was covered the River of and then entered into Udaipur State and then entered in Parsola and Deoli of Pratabgarh State. Further the line had to be rum from Deoli to near Pratabgarh to a direct link to Neemuch.

The Agent to the Governor General for Rajputana asked to the Political Agent of Udaipur to secure approval from the respective states on the required three terms and conditions for the construction of railway, which was proposed by Paramount Power. He clearly directed them to convince these states anyhow to accept these three proposed conditions. He directed them to lure these states that all these respective states would be subjected to an advantages which would be brought by railways. The loss of revenue in lieu of transit duties would bear no comparison with the wealth to be brought by these proposed railways.

Earlier the Jodhpur State accepted all the three terms and conditions on which lands had to be surrender. But the state demanded compensations from Railway

26 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to Serial No. 42, Hadoti, September 1, 1865, p. 100. 27 Ibid., p. 101.

94 Company for any destruction of gardens and houses, which might be caused by railway construction work.28

Finally on November 4, 1865 the Maharaja of Udaipur was declined his demands and accepted the three above mentioned conditions on which lands had to be surrendered for railway construction.29 At the same time Maharaja of Pratabgarh also accepted the conditions and left all claims on ceded lands.30 Even the Maharaja of Banswara after some objections, accepted proposed three Conditions.31

Earlier on May 14, 1865 the Bharatpur32 and on July 31, 1865 the Serohi state accepted the proposed conditions.33 On the other hand the Maharaja of Dungarpur stated that Dungarpur State had limited resources of revenue while expenditure was incurred very much. The Bhils too created problems for the state. It can hardly ready to established peace in the state. He clearly stated that British Indian Government was the Paramount Power and the master land. Finally he declared that I have not any objection upon the arrangements the British Indian Government had to be made.34

Now by December 1865 the States of Bharatpur, Serohi, Udaipur, Alwar, Jhalawar, and Tonk accepted all the three conditions on which lands had to be provided railway construction which had to be built in through their respective territories. But Jaipur, Jodhpur, Kishangarh, Kota, Bundi States still were not ready to accept all three conditions. Majority of the states demanded compensations for any destruction of property, which might be caused during construction work.

For example, The Maharaja of Jaipur agreed upon second and the third conditions. Even he was agreed to provide required lands free of cost but demanded

28 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 43, No. 1623/132, Chundaleca, October 30, 1865, p. 103. 29 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 1 to Serial No. 44; Enclosure No. 1 to Letter No. 123/33 P, November 4, 1865, p. 105. 30 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 2 to Serial No. 44; Enclosure No. 2 to Letter No. 123/33 P, November 4, 1865, p. 105. 31 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 3 to Serial No. 44; Enclosure No. 2 to Letter No. 123/33 P, pp. 105 and 106. 32 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 26, No. 62/41G, Bharatpur, May 15, 1865, p. 67. 33 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 33, No. 53/15, Abu, July 31, 1865, p. 81. 34 Rajputana Agency Office, Railways, File No. 126-I, Enclosure No. 4 to the Serial No. 44; Enclosure No. 4 to letter No. 123/33 P, p. 106.

95 compensations for houses, gardens, buildings etc., which might be destroyed in courage railway construction. He also raised the refugee matter on these ceded lands.

In case of Jodhpur, Kishangarh and Dholpur States, they demanded compensations as demanded by Jaipur state. Even they were not ready to surrender all transit duties upon goods which had been carried by proposed railway. The Kota and Bundi States rejected all proposed three conditions. Yet there was not any plan for the construction of railway in to both the states.35

The Secretary to the Government of British India, Foreign Department directed to the Agent to the Governor General for Rajputana that he would try to convince those states, who were yet not agreed on the proposed conditions. He clearly stated that you convey them that “it is they and their people who will benefit largely by the construction of the railways in question, and that it is therefore unreasonable for them to look for compensation on account of the houses, gardens etc. which may be absorbed within railway limits.”

Further he added that “they should do just as the British Government has done in losses of private persons within their respective states; for any revenue which they may in this way consent to Sacrifice will be soon more than made up to them by the general improvement of their country, which invariably follows upon the introduction of a railway.’’

On the issue of the surrender as well as trial of the offenders that Natives of any State for any crimes committed on these ceded lands had to be subjected to trial and punished according to the law of the British Indian Government. While these refugees, who committed heinous crimes out of ceded lands to be surrender had to the respective state.36

Now the Agent to the Governor General for Rajputana proposed to the Maharaja of Jaipur that the British Authority had a plan to connect Sāmbhar Lake with railway. There was not any tax imposed on this area till now. This area produced salt and supplied it to the other states. Whenever Jaipur state imposed transit duties upon salt, it would reduce the demands of salts and it would cause loss to the state.

35 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 45, No. 1883/353G, Neemuch, December 30, 1865, p. 107. 36 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 46, No. 140, Fort William, January 26, 1866, p. 109.

96 When the expenses of the carriage had to be reduced, the Jaipur state would be able to supply salt in large label. Definitely it would help to increase the revenue of the state.37

The Agent to the Governor General for Rajputana proposed similar plan to the Jodhpur state. He proposed that a route had to be selected from Delhi to Neemuch via Alwar, Jaipur, Sāmbhar, and Ajmer. Hence this line had to touch the boarder of the Sāmbhar Lake and covered the some territory of Jodhpur and then entered into the Ajmer from north side. The Sāmbhar Lake38 would increase the revenues of the states. While on the question of refugees, he stated that a provision had to be made for Jodhpur as earlier made for Jaipur State.39

The Agent to the Governor General for Rjaputana and British Authority considered granting some concessions to the . The Agent to the Governor General for Rajputana gave his opinion that the State of Kishangurh had limited resources of revenue. The transit duties constituted one-fifth (Rs. 42000 per annum) to the whole revenue of the state. He clearly stated that the British Authority in Rajputana had not favoured any claim for concessions or compensations but it had to be treated special case. Because Kishangarh State was poor state and it was to be very unreasonable to force to the Maharaja to surrender his claim for any compensation.40

Earlier the Secretary of the Government of British India, Foreign Department directed the British Authority at Rajputana to settle down the issue of surrender and trial of refugees on ceded lands. He stated that those refugees “guilty of heinous offences’’ had to be handed to the respective state, but he not clarify whether criminal or civil offenders, who wants to avoid the law of their state by flying within ceded lands or railway boundary. The Agent to the Governor General for Rajputana explained that offenders had to be treated as same manner and handed to the

37 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to the Serial No. 47, No. 220/22, Dhoka, February 19, 1866, pp. 111 and 112. 38 Sāmbhar Lake was the joint property of Jaipur and Jodhpur state; See Rajputana Agency Office, Railways, File No. 126-I, Serial No. 58, No. 50/30 G, Jaipur, April 20, 1866, p. 133. 39 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 52, No. 225/21, Dhoka, February 19, 1866, p. 121. 40 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 53, No. 237/46G, Erinpura, February 21, 1866, p. 123.

97 respective state. The British Indian Government granted their assent on instruction given by the Agent to the Governor General for Rajputana.41

However the British Indian Government classified that the British Authority had to be responsible only for those refugees, who were arrested within railway limits and not responsible for those who were not come under railway limits.42 On the matter of compensation demanded by the Rajputana States for any loss of their transit duties, the British Indian Government was not ready to accept their demands and consequently the matter was delayed.43

By May 29, 1866 the Political Agent of Udaipur informed to the Agent to the Governor General for Rajpuana that Maharaja of Dungarpur accepted the plan to construct railway in his state which had to be constructed from Baroda to Neemuch.44

But the Political Agent of Bharatpur informed to the Agent to the Governor General for Rajputana that the Rana of Dholpur communicated with us through a Khureeta dated February 19, 1866, it was observed that the Rana accepted our plan and conditions to pass railway through his territory. But Rana stated that “the loss to him in point of revenue, if customs dues are not levied, will be great’’ and on that account the Rana in fact objected to the proposal.45

By July 1866, the Maharaja of Jodhpur accepted the three conditions on which lands had to be surrender for the construction of railway in Jodhpur territory as proposed by British Indian Government.46 There were some goods which were imported from other states and except salt there was not any important product of the state, which was exported to the other states. The main source of the revenue for the state was come from transit duties on goods carrying through Jodhpur territory

41 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 53, No. 237/46G, Erinpura, February 21, 1866, p. 124; Rajputana Agency Office, Railways, File No. 126-I, Serial No. 54, No. 519, Fort William, March 29, 1866, p. 125. 42 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 67, No. 552, Simla, April 14, 1866, p. 131. 43 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 54, No. 519, Fort William, March 29, 1866, p. 125. 44 Rajputana Agency Office, Railways, File No. 126-I, Serial NO. 59, No. 52-4P, Mount Abu, June 29, 1866, p. 135. 45 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 60, No. 96/10P, Bhuratpur, July 4, 1866, p. 137. 46 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 62, No. 104/29P, Abu, July 24, 1866, p. 141; Rajputana Agency Office, Railways, File No. 126-I, Enclosure to Serial No. 62, Khureeta from Maharaja of Jodhpur to the Agent to the Governor General for Rajputana, July 19, 186, p. 141.

98 (without breaking bulk). If Jodhpur state would had surrendered these transit duties on goods it would prove a big loss to the state. However it was the demand of Paramount Power and for the benefit of the people of state, the Maharaja accepted Railway Construction in Jodhpur state on the following conditions:-

1. That the Jodhpur state had to provide required 200 feet wide land for railway and stations free of cost. He also agreed to pay compensations to the owners, who lost their property in form of houses, villages, wells and gardens on ceded land. 2. The Jodhpur State was ready to surrender all rights on ceded lands to the British Indian Government but the property right would remain in the hands of state. The criminals of Jodhpur State were not allowed refuge on ceded lands. All refugees in ceded lands had to be handed to the Jodhpur State. That criminal who belongs to the other states and taking refuge in ceded land had to be handed to and treated by British Authority of respective State. 3. The goods passing through Jodhpur State without breaking bulk would not subject to pay transit duty. However the goods exported to other states and imported or breaking bulk in Jodhpur territory had to be subjected to pay transit duties to the state. 4. Maharaja of Jodhpur clearly stated that woods had not to be supplied for railway purpose from the state.

Finally Maharaja assured the British authority that ‘’When a line of rail passing through Marwar may be decide on, every possible aid will be given towards its construction.’’47

By October 1866, the Maharaja of Jaipur not accepted the conditions on which lands had to be surrendered to the railway company for the construction of railway.48 Whereas by May 1867 all the respective states except Jaipur and Kishangarh State, accepted the three conditions on which lands had to be surrendered for construction of railways in these Rajputana States.49

47 Rajputana Agency Office, Railways, File No. 126-I, Enclosure to Serial No. 62, p. 141. 48 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 63, No. 1257/149G, Beawar, October 4, 1866, p. 143. 49 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 65, No. 910, Simla, May 20, 1867, p. 147.

99 The Maharaja of Jaipur wanted that the British Authority should have to provide compensation for the total loss of private property which had to be incurred on the required lands for the railways construction. The British Authority surveyed the lands for railway line to calculate the loss of property. The Maharaja clearly stated that the British Authority would prepare a clear proposal to avoid the destruction of property and the selected route should have been proved beneficial and significance for state and its people and before any construction they would ask approval from the state.

On the other hand the British Indian Government gave their full assurance that full considerations would be followed to avoid any unnecessary destruction of property which would occur on ceded lands for railway construction.50

The Jaipur State further prepared a list of demands and put forwarded to the British Authority at Rajasthan. Major Beynon conveyed that some of the demand of the Jaipur state was not favourable to be accepted by British Authority while some of the demands were in full considerations. Further he added that the Maharaja of Jaipur State was the only Maharaja amongst the Rajputana Princes who became hurdle for the development of a railway construction, hence affecting the development or general welfare of all the Rajputana States.51

Followings were the demands as proposed by Jaipur State and remarks given by the Agent to the Governor General for Rajputana:52

1. Whenever survey was done and line was finalised, assent from the state would be needed prior to the survey details being asked for approval from British Indian Government. The Agent to the Governor General for Rajputana was not ready to accept this condition but informed that British Authority would full fill the demands of the state when route would be selected and finalised. The Jaipur State could provide at that time any suggestion and alternative route, when survey was submitted for its approval.

50 Rajputana Agency Office, Railways, File No. 126-I, Enclosure 2 to Serial No. 68, No. 155/ 108G, Jaipur Palace, July 13, 1867, p. 154 51 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Enclosure 1 to Serial No. 69, p. 157. 52 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Enclosure 2 to Serial No. 69, pp, 157-159.

100 2. The state would be employed some state employees on behalf of the State to look after the survey work of the whole line. The Agent to the Governor General for Rajputana accepted this demands.

3. That any destruction of private property had to be safeguarded as far as possible.

4. That the Jaipur city and the Ghats had to be avoided altogether. In matter of Jaipur city the Agent to the Governor General for Rajputana accepted State demand but in matter of Ghats he had different opinion until the survey work had been completed. The Agent to the Governor General for Rajputana stated that “the passage of the railway through the Ghat alluded to is by no means necessary or imperative”.

5. That all the religious buildings and centres especially the temples dedicated to lord Mahadeva53 (Shiva) had to be safeguarded at any condition. But the Agent to the Governor General for Rajputana not accepted that demand. Because it was observed that the line to be moved for one temple and every temple might be come on the railway limits.

6. That in condition of extra lands required for railway i.e. 200 feet ceded land, the State had power to provide more land or reject the Railway Company demands and the State had to be reoccupied such lands when lands were not further needed for railway purpose at free of cost. The Agent to the Governor General for Rajputana accepted this demands.

7. That the State had to appoint a Hurkara or State employees at every Station which was remained under Jaipur territories to safeguard the state interest. The Agent to the Governor General for Rajputana accepted this demand.

8. State further emphasised that there should not have any change in to management, new innovations and system related to be railway would have not to be implemented without prior information of the state. But the Agent to the Governor General for Rajputana clearly conveyed that it was not possible to accept this demand because rule was made for whole line and not possible to made rules for every state, through which the line had to be constructed. The rules had to be made for the general convince safety and to provide better facilities to the masses.

53 Lord Shiva was also known as Lord Mahadeva.

101 9. That whenever any rules and regulations related to railway line passed by British Authority. It would be officially informed to the state. The Agent to the Governor General for Rajputana accepted this demand.

10. State demanded that laws would be made to avoid bad treatment with local travellers by the railway servants and every law which would be made should have required the State consent.

The Agent to the Governor General for Rajputana clearly stated that to avoid bad treatment with the local travellers, British Indian Government considered that matter and gladly accepted the State proposal to make laws. But the British Authority was not ready to give the power to any state to accept or reject the laws made by Paramount Power as it would be made after due considerations.

11. Further state demanded that all grievances of the natives had to be listened and decided by the Political Agent of the Jaipur state in presence of the State Vakeel and informed the state and those grievances had to be immediately solved.

But the Agent to the Governor General for Rajputana stated that a Railway Act had to be passed for the trial of Railway servants.

12. That the State would not be responsible for any destruction committed by any native within railway jurisdiction and not subjected to pay compensations for that. The Agent to the Governor General for Rajputana accepted that demand.

13. That the railway officials were not allowed to reside outside the railway jurisdiction without the prior information and approval from the state. The Agent to the Governor General for Rajputana accepted that demand.

14. That the State had to possess power not to permit to the railway company for any purchase or procurement of required materials or goods which may be required for railway construction within Jaipur territories.

The Agent to the Governor General for Rajputana informed that in matter of woods the Jaipur state earlier showed her objection but in matter of other materials British Authority would considered upon that.

15. That a special saloon and carriage had to be constructed after getting the opinion and approval from the Maharaja by the Railway Company for his special use at the fixed rate of fares which would be finalised before the opening of the line.

102 But the Agent to the Governor General for Rajputana agreed that Railway Company had to be constructing it but Maharaja had to be raised fund for that.

16. Railway Company had to facilitate special trains for Maharaja’s use at a rate of fares to be finalised in the same way.

The Agent to the Governor General for Rajputana stated that proposed matter was to be finalised by mutual consent.

17. And finally state demanded that the railway officials were not allowed to buy any landed property within the Jaipur state. The Agent to the Governor General for Rajputana accepted that demand.

The Agent to the Governor General for Rajputana sent all the above demands proposed by Jaipur State and recommended to the British Indian Government for its approval.54 J. W. S. Wyllie the under Secretary to the British Indian Government, Foreign Department conveyed that British Indian Government ratified the remarks or decision taken by the Agent to the Governor General for Rajputana except point 14. He clearly stated that British Indian Government was not ready to accept such type of demand. Further he added that the railway authority would be permitted to purchase at favourable rates decided by mutual agreement on the required materials because it was not possible to carry the management.

He suggested to the Agent to the Governor General for Rajputana that In Jaipur State large number of land plots were not in use and he can suggest to the State that either State or railway company would plant trees for fuel in to these lands for a fixed period. In this way railway would be able to meet the required fuel in easy way without any destruction of private or state limited resources. He further emphasised that British Indian Government wanted to convey the message of plantations to these Rajputana States. For that the Forest Department were also issued latters.

And finally on demand number 12, the British Indian Government conveyed that “the Durbar must do its best to enforce against its subject any penalties which they may have incurred for offences committed within the limits of the railway.”55

54 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Serial No. 70, No. 1117- 60G, Mount Abu, September 11, 1867, p. 161. 55 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Serial No. 71, No. 1716, Simla, October 9, 1867, p. 163.

103 Finally on December 22, 1867 the Maharaja S. Ram Singh of Jaipur State communicated to the Agent to the Governor General for Rajputana and again sent revised demand which was covered same terms mentioned above including those terms which was earlier accepted by the British Indian Government.

Further he informed that in letter of the July 13, State’s main demand was that “the prevention of any misunderstanding with the Railway Company” and nothing more than that and he wanted that before beginning of railway, there would be made a provisions to avoid any clash with these two parties. Maharaja further stated that the Jaipur state was in favour of construction of railway which had to be passed through Rajputana states. He further emphasised that the British Authority always miss understood my suggestions.56

Finally on February 5, 1868 the Maharaja Ram Singh of Jaipur willingly withdrew his all demands or conditions proposed earlier and agreed up on required original terms and conditions for the construction of railway.57

Maharaja Ram Singh further believed that the Paramount Power safeguard the general interest of the State and its subject with law and justice but also need of the State and the manners, customs and feelings of its subject.58

On the other hand the British Authority assured the Maharaja of Jaipur State that Government had to consider all suggestions given by Jaipur to safe guards especially to safeguard the Mahadeo temples (Lord Shiva) and the State’s suggestions not affecting the economic and permanent working of the railway matters, and also whenever any changes were implemented, would be communicated to the state respectively. Whenever any complain about ill-treatment was found the British Authority would have to give full consideration to further avoid it.59

56 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Serial No.73, Enclosure 1 to Serial No. 73, December 22, 1867, p. 167. For details revised terms proposed by Jaipur state which was cover almost same terms proposed in Letter No. 1116-111 of the Enclosure 2 to Serial No. 69. See, Serial No. 73 of Enclosure 1 to Serial No. 73, pp. 168-170. 57 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Enclosure to Serial No. 74, p. 171; Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116- 111, Serial No. 75 No. 95G, February 12, 1868, p. 173; Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Serial No. 76, No. 384A, February 28, 1868, p. 175. 58 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, Enclosure to Serial No. 74, p. 171. 59 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 69, No. 1116-111, p. 178.

104 The Vakeel of Jaipur would be invited to look after the interest of its subjects. On the other hand Jaipur state agreed to provide all required materials free of cost to the railway company such as soil product as clay, lime and stone which was not related to the private property, and other required construction materials would buy at a fix amount decided by mutual consent.

The Jaipur State also agreed to maintain police arrangement in the neighbours of railway limits to provide full cooperation to establish law and order in railway limits and cooperates to arrest and provide justice to these offenders like thief or others who committed any crime within railway limits. But the state was bound to pay compensations for any such type of losses but state would have to impose fines up on the offenders for any crime.

The Railway Company would provide all the facilities to the Maharaja, his friends and guests whenever they would travel by these railways. The Railway Company had also to provide special trains or attached trains and carriage but Maharaja would pay for that. The Maharaja of Jaipur and the Railway Company both agreed to resolve any type of dispute by a well-known Engineer regarding a fixed scale of charges had to be pay for such special travel allowances whenever needed by the Maharaja of Jaipur.60

When the construction of railways was started from Nagda to Mathura via Jaipur and Bharatpur, the Bharatpur State was raised the question of compensations for any destructions such as Buildings, Wells etc., which had to be incurred with in the ceded lands for Nagda Mathura Railway. Bharatpur State demanded compensations or rent due on account of use of lands acquired by the Nagda Mathura Railway for temporary use such as for making or burning of Bricks and built temporary rest houses etc.61

The Engineer in Chief of Nagda Mathura Survey Railway at Kota stated that “land in Native States is handed over to us absolutely free of cost” further he added that “we only pay for standing crops when we wish to enter in land at once.”62

60 Ibid., p. 179. 61 Eastern Rajputana States, Bharatpur, File No. 26, 1906, National Archives of India, New Delhi, No. 500, May 24, 1906. 62 Eastern Rajputana States, Bharatpur, File No. 26, Letter No. 4433.

105 The Bharatpur State requested to the British Authority at Bharatpur to provide the copy of contract which was signed between British Indian Government and Bharatpur State earlier which relating to the surrender of lands for the railway purposes to the railway company.63

In June 1906 Assistant to the Agent to the Governor General for Rajputana provided a copy of Agreement through proper channel to the state which was signed between these two Authorities in 1865 in to the surrender of required lands needed for railway purposes free of cost and compensations would be pay by the State to the land owner for any lost.64

63 Eastern Rajputana States, Bharatpur, File No. 26, No.529, June 1, 1906. 64 Eastern Rajputana States, Bharatpur, File No. 26, No 1533/126-III, Mount Abu, June 1906. That copy of contract was attached with this letter and produced before the Bharatpur State, for details see the attachment of this letter No. 1533/126-III.

106 Chapter 4 Railway Construction: Progress and Management Chapter-4

RAILWAY CONSTRUCTION: PROGRESS AND MANAGEMENT

After successful opening of railway line in Rajputana States the construction of railway was progressed rapidly in the Rajputana States. All the Rajputana States now participated in the construction of railway in their respective territories. Sometime individual State started the construction work and sometime two or more States came together and financed for the construction of railway in their respective territories. By 1914 most parts of Rajputana States were connected with railways and still the construction work were been carried on.

4. Progress of the Railway Construction in Rajputana States

4.1.1. Udaipur Chitor Railway

The Rajputana Malwa Railway of the Ajmer Khandwa Railway section was passed through the eastern half of Udaipur from north to south. This railway line covered 131.96 kilometres in Udaipur territories with ten Stations i.e. Rupaheli, Sarei, Lambia, Mandal, Bhilwara, Hamirgarh, Gangrar, Chanderi, Chitor and Shambhupura. The Ajmer Khandwa Railway was the part of the British Indian Government and constructed by the Bombay Baroda and Central Indian Railways Company as meter gauge and it was opened for traffic in 1881.1

Maharana Fateh Singh was credited to start the construction of railways into Udaipur state because before his reign railway was not introduced in Udaipur territories.2 In 1894 the British Indian Government sanctioned the construction of railway line from Chitor to Udaipur, a total length of 108.30 kilometers.3 A meter gauge railway line was constructed from Chitor to Debari under the supervision of Campbell Thompson and in 1895 this line was opened for traffic.4 This railway line was constructed by Bombay Baroda and Central India Railway Company and

1 Eriskine, K. D., Rajputana Gazetteers, Vol. II-A, The Mewar Residency, Scottish Mission Industries Co. Ltd, Ajmer, 1908, p. 57. 2 Agarwal, B.D., Rajasthan Districts Gazetteers, Udaipur, Directorate of Districts Gazetteers, Government of Rajasthan, Jaipur, 1979, p. 254. 3 Administrative Report on the Railways in India for the Year 1907, The Railway Board, Government Central Branch Press, 1908, Simla, Rajasthan State Archives, Bikaner, p. 223. 4 Rajasthan Districts Gazetteers, Udaipur, p. 254.

107 financed by the Udaipur state. But on December 31, 1897 the Udaipur state resumed the management on its own hands and then further work was carried under its own management.5

Now in 1898 Jodhpur state decided to extend Chitor Debari Railway line up to Udaipur city, which covered the distance of 10.46 kilometers. In 1899 the construction work was completed6 and opened for public traffic. The Udaipur to Chitor Railway line was constructed with the total cost of Rs. 19, 89,912 or 18, 374 per kilometer.7

4.1.2. Jaipur Sawai Madhopur Railway

The railway line between Jaipur and Sanganer was the part of the Rajputana Malwa Railway. In reality Jaipur Sawai Madhopur railway was start from Sanganer to Sawai Madhopur. The total length of the line was 117.22 kilometers. In 1897 the British Indian Government sanctioned the line for the construction of railway from Sanganer to Sawai Madhopur.8 The Bombay Baroda and Central Indian Railway Company prepared a full plan including the cost for the construction work and terms for the working of Jaipur Sawai Madhopur Railway.

Jaipur State proposed that the railway from Sanganer to Sawai Madhopur had to be constructed as experimental line by Bombay Baroda and Central Indian Railway for two years and company had to supply the rolling stock on lease. Jaipur State proposed that the State had not accepted to provide funds for the construction of railway until the actual cost of the rolling stock would not estimated.

Further Jaipur State conveyed that, the cost of the rolling stock proposed by the Bombay Baroda and Central Indian Railway Company i.e. 3,728.22 per kilometer was higher in comparison to the Jodhpur and Udaipur Chitor Railway which was provided on Rs. 1554.05 and Rs. 2485.5 respectively. Jaipur State also enquired that whether the Bombay Baroda and Central Indian Railway Company had to be ready to work on the Jaipur Sawai Madhopur Railway on the conditions on which Udaipur

5 Administrative Report on the Railways in India for the Year 1907, p. 223; Rajasthan districts Gazetteers, Udaipur, p. 254; Rajputana Gazetteers, Vol. II-A, p. 57. 6 Rajasthan districts Gazetteers, Udaipur, p. 254; Rajputana Gazetteers, Vol. II-A, p. 57. 7 Administrative Report on the Railways in India for the Year 1907, p. 223. 8 Administrative Report on the Railways in India for the Year 1907, p. 134.

108 Chitor Railway was constructed during the period 1895 to 1897 and subjected to termination at notice of two year.

The Secretary to the Agent to the Governor General and Chief Commissioners for Rajputana and Central India, Public Work Department informed the Secretary to the British Indian Government for Public Work Department that Jaipur State sought permission to construct railway from Jaipur to Sawai Madhopur as per conditions as others Meter Gauge Rajputana Malwa Railway lines were constructed.9

The Agent to the Governor General for Rajputana accepted the demands of Jaipur State and asked to sign an agreement with the Bombay Baroda and Central Indian Railway Company to meet the demands of Jaipur State.10

But Jaipur State raised some demands which can be summed up as11

1. Rolling Stock: Jaipur State proposed that the rolling stocks would be borrowed from Rajputana Malwa Railway. Further Jaipur State demanded that on the cost of rolling stock stand be equal to that of on Udaipur Chitor and Jodhpur Bikaner Railway i.e. Rs. 2485.5 and 1554.5 respectively.

2. Jaipur State also demanded to use Rajputana Malwa Railway line for traffic between Jaipur and Sanganer, where the branch line had to be joined with the main line.

3. The agreement would be expired on either side by resaving notice of two year.

4. Jaipur State also demanded deduction of 10% on the earning of interchanged traffic.

5. Jaipur State demanded that the stores would be provided on lower rate for this railway branch, which had to be constructed by the Bombay Baroda and Central Indian Railway Company.

6. Also demanded that the Bombay Baroda and Central Indian Railway Company should had sum burred the cost of the Rajputana Malwa construction.

9 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, Simla Records, No. 117, General No. 12187, September 23, 1898, National Archives of India, New Delhi, p. 1. 10 Ibid, p. 2. 11 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, No. 109/1, General No. 2919/1, February 18, 1899.

109 The Secretary to the Government of Bombay Public Work Department informed to the Secretary to the British Indian Government that Bombay Government had agreed on the following conditions:

1. Bombay authority agreed to provide rolling stock from Rajputana Malwa Railway on 5% charge of gross earning and the further would be considered if the branch line had to be extended later.

2. Bombay authority also agreed that Jaipur State had to use Rajputana Malwa Railway line from Jaipur to Sanganer on 20% of its earnings.

3. Bombay authority had not accepted rebate because it was new proposal and no reason to grant it.

4. Government already minimized the rate of the stores and that would be adhered too.

5. For the engineering maintenance the Bombay Baroda and Central Indian Railway Company charged actual and 10% extra however for supervision state had to be pay as per as pay by Udaipur Chittor Railway.

Further he informed him that Jaipur State had also put some demands which can be summarized as follows:

1. The State wanted that the Bombay Baroda and Central Indian Railway Company had to construct the proposed line as experimental line for two years.

Finally he stated that if the Board agreed with my suggestions then Jaipur Junction would be fixed as terminus point and Jaipur State had to be bear the Junction expenditures.12 Ultimately the Board duly considered the demands of Jaipur State and reached at the following conclusion:13

1. The Bombay Baroda and Central Indian Railway Company had to be allowed to start the construction of railway and lend the rolling stock for duration of two years from the date of its opening.

2. The Jaipur Sawai Madhopur Railway had pay5% of its gross incomes of Jaipurstate from Sanganer to Sawai Madhopur Junction to the Board.

12 Ibid. 13 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, No. 110/1, General No. 7408/1.

110 3. The Jaipur Sawai Madhopur Railway had to allowed to cover the Jaipur Junction of the Rajputana Malwa Railway, however the Rajputana Malwa Railway had to stop the running of the trains but the incomes from the section had to provide subjected to the Rajputana Malwa Railway. Rajputana Malwa Railway had to be responsible for any delay in Jaipur and had to provide necessary facilities for this.

4. The Board rejected the demands to grant 10% rebate on the income of inter changed traffic.

5. The Board agreed that railway had not to be constructed by Company Engineer, while Company was not ready to maintain this line on the same percentage of working expense’s as incurred on Rajputana Malwa Railway for each half yearly. 10% of the real expenses had to be allotted for engineering works and for other departmental works as done earlier in case of Rajputana Malwa Railway.

Jaipur State accepted some conditions fully which proposed some modifications in other conditions which are as given below:14

1. Jaipur State desired that for railway, staff should be recruited from the State people.

2. That the Railway Company had to be prepared time table for railway service, fares and rates or any alternative but the company had to be informed the State and also obtain consent as well as opinions from the State in this context.

3. That Jaipur State would be the owner of Jaipur Sawai Madhopur Railway.

4. That the Maharaja had right to have his own Saloon for its own use and had to attaché with any train running on Jaipur and Sawai Madhopur railway at any time and without any charge.

Finally the State wanted that British Indian Government or Agent to the Governor General for Rajputana had to appoint an authority to manage the smooth implementation of the signed agreement. However the Resident of Jaipur Stated that

14 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, No. 112/1, General No. 13063, September 13, 1899, pp. 10-12.

111 six months’ notice for termination was a short period and had to be extended for twelve months if possible.15

Now the railway company considered the demands of the State and modified their proposed terms. Now the following are the modified proposed terms:16

1. The Company agreed the period of notice of termination in two years agreement be extended for twelfth months.

2. The railway line from Jaipur to Sanganer had to be remained the part of Rajputana Malwa Railway; while Jaipur State had to manage of Jaipur Madhopur Railway.

3. The Company had to bear the working expenses being incurred on Jaipur Sanganer Railway.

4. The Company was not ready to allow rebate on the earning of interchanged.

5. The Company had to provide employment to the natives from Jaipur State on this branch line as far as possible.

6. The timing of trains, rates and fares had to be prepared by company traffic officers. While suggestions from the State had to be taken into consideration.

7. An arbitrator had to be appointed to look after the execution of the agreements.

8. Maharaja had to be allowed to run his saloon free of cost with any train running on the branch line.

9. The Board respected the demand of the State about the use of the State Engineers in Railway Construction.

10. Railway Company had to bear the cost of any extra works needed at Jaipur and Sanganer. the Company had to provide all equipment needed for Junction works within its own barrier and the branch line had to be provided all needed works and convenience needed entirely for its own use, outside and to the limit of those barriers.

15 Ibid. 16 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, No. 114/1, General No. 4752/1, March 21, 1900, p. 13.

112 Finally on August 23, 1900 Public Works Department of the British Indian Government informed to the Board that Government might be favored the suggestions provided by the Governor as well as the Bombay Baroda and Central Indian Railway Company to extend their Sanganer Sawai Madhopur Railway from Sanganer to Jaipur by the Jaipur State.17

The first section of Jaipur Sawai Madhopur Railway from Sanganer to Nawai was constructed as Meter Gauge and on November 10, 1905 it was opened for public traffic. The total length of this branch line was 51.78 kms.18 For this branch line a sum of Rs. 13,20,421 or Rs. 25,495 per km was incurred.19

After successful opening of the railway from Sanganer to Nawai, this line was further extended to Sawai Madhopur covering a total distance of 65.43 kms and on October 17, 1907 this line was too opened for public traffic. Now the total length of the railway line from Sanganer to Sawai Madopur was 117.22 kms.20 For the construction of this railway line a sum of Rs. 23,42,013 or Rs. 19,979.63 per km was spent.

In 1908 the gross income from this line was Rs. 1,16,415 and net income was Rs. 49,448. Till 1913-14 this gross and net income from this line was incurred as Rs. 3,12,429 and 1,57,262 respectively.

On September 11, 1906 an agreement was signed between Jaipur State and Bombay Baroda and Central Indian Railway Company for the management, maintenance and working of the Jaipur Sawai Madhopur Railway (Jaipur Railway). Main provisions of the agreement were as follows:21

1. Since Jaipur State had been the owner of the railway from Jaipur Sawai Madhopur Railway, Jaipur had to provide all required capital to the Bombay Baroda and Central Indian Railway Company for managing, maintaining, and for stocked and worked as the parts of its railway system.

17 Proceedings of the Public Works Department (Railway Construction), Government of India, September 1900, Nos. 107 – 117, No. 17, No. 1230 R.C., August 23, 1900, p. 16. 18 Railways in India, Administration Report for the year 1913-14, Volume II (appendices), Government of India, Railway Board, Government Central press, Simla, 1914, Rajasthan State Archives, Bikaner, p. 33 19 Ibid. p. 34. 20 Ibid, pp. 33 and 34. 21 Ibid, p. 34.

113 The British Indian Government accepted 10% rebate on total income from main line from traffic interchanged with Jaipur Sawai Madhpore Railway, which was the out of the share of the net income of the Bombay Baroda and Central Indian Railway (outside the agreement between Secretary of State and the Bombay Baroda and Central Indian Railway). This rebate was required to give a return of 3.50% annum on the incurred capital.

2. Jaipur State had to pay for any un-usual casualty.

3. Rates and fares: The Company had to prepare rates and fares for the working of railway time to time and had to be approved by Jaipur State. While in the absence of any such type of contract, the Bombay Baroda and Central Indian Railway rules had to be applicable on this railway.

4. Special obligations as for the conveyance: There was not any arrangement for the carriage on special rates for the British troops, high Government Officials and stores on this line. Even mails and postal officers on duty had to be subjected to pay traveling cost. For this, arrangements had to be made from time to time.

5. After two years from the opening of the Jaipur Sawai Madhopur Railway (viz. October 17, 1907) the contract had to be concluded by either Jaipur State or Company given another twelve months’ notice which had to be expired on the June 30 or December 31 of any year.

After successful opening of railway from Jaipur to Sawai Madhopur, the British Indian Government sanctioned for the construction of another railway from Jaipur to Reengus on December 12, 1913. Total length of the railway from Jaipur to Reengus was 57.93 kms.22

4.1.3 Bara Kota Railway

On September 23, 1895 a railway line was constructed from Bina to Goona and opened for traffic. Further this line was extended from Goona to Bara and this branch line was opened for traffic on May 15, 1899. The total length of line from Bina Goona Bara was 236.69 Kms. (including 3.22 Kms at Bina to Junction with Bina Goona Bara Railway).

22 Ibid. p. 33.

114 For the construction of railway from Bina Goona Bara Railway, an agreement was signed between British Indian Government, Indian Midland Railway Company, Gawalior, Tonk and Kota States.

On July 15, 1896 a contract known as Principle Contract, was signed between and Indian Midland Railway Company for the construction, management and maintenance of railway from Bina to Goona of the Bina Goona Bara Railway and on May 12, 1899 same type of contract was signed for the same purpose from Goona to Dharnaoda section of the said railway.

On February 27, 1899 another similar contract was signed between and Indian Midland Railway Company for the construction, management and maintenance of railway from Dharnaoda to Chabra section of the Bina Goona Bara Railway.

Earlier on February 20, 1899 similar contract was signed between Indian Midland Railway and for the construction, management and maintenance of railway from Chabra to Bara branch of Bina Goona Bara Railway as the part of the company under taking.

Finally on September 20, 1901 the Foreign Department issued a memorandum No. 3529-I.B to the Public Work Department intimated the acceptance by the Kota and Tonk States of the contract of the clause 28 and 29 of the contract of the December 21, 1900, which was signed between Secretary of State for India and Great Indian Peninsula Railway Company, in lieu of those of the contracts of the February 20 and 27, 1899, which was signed between Indian Midland Railway Company and Tonk and Kota States, as to the method of arriving at the constructing expenses respectively, of the Dharnaoda Chabra and Chabra Bara branch line of Bina Goona Bara Railway.23

The railway line between Bina Goona as well as Goona Dharnaoda and Dharnaoda Chabra line was owned by Gwalior State while the railway line between Chabra Bara was owned by Kota State. Both the States had to invest Capital for

23 History of Indian Railways, Construction and in progressed corrected up March 31, 1945, Railway Board, Government of India, Central Library, Rajasthan University, Jaipur, p. 103; Supplements to the History of Indian Railways, p. 11.

115 additional works, alternations in existing work but not of the nature of repairs of the Bina Goona Bara Railway.

The Chief Engineer of Goona Bara Railway prepared a report and estimated cost for the construction of the railway line from Bara to Kota. This railway line had to be constructed as “Light Railway” on the two feet gauge at the total cost of Rs. 9, 49, 649 or at the rate of 13,722 per kilometer. The total length of line was calculated as 69.20 Kms. He sent this report and estimated cost to the Director of Railway Construction through Political Agent of Kota.24

Earlier in November 1895 when a survey work had been going on Goona Bara Railway, the Political Agent of Kota demanded that the survey would be further extended to Kota.25 Because Kota State demanded that Kota City would be connected with the railway line26 on its own expense.27

On February 4, 1896 as per the letter No. 538S, the British Indian Government accepted the State demand on following conditions:

1. That the railway would connect or branch off at the Bara from the main line of Rutlam Bara Mathura Railway.

2. This line would be constructed separately from the Goona Bara Railway project.

3. The constructing and working company would be reserved for future consideration. And also for the proposed railway line the estimated cost had to be prepared for Meter as well as Standard Gauge.

For the construction of railway line from Bara to Kota Rs. 36, 00, 000 and 35, 00, 000 was estimated both for Standard and Meter Gauge railway line respectively. In the estimated cost for the Meter Gauge Railway, the cost of rolling stock was too included, which would be required for a branch line on a different gauge for the main line. For this branch line, traffic would not be provided in the estimated cost for a local line, and it appears likely that the settlement for any extension further from Kota

24 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 210, No. 875, April 14, 1898; No. 211, No. 628, March 15, 1898 of the notes. 25 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 212. 26 Proceeding of the Public Works Department (Railway Construction), August 1898, Nos. 210-220; See office notes prepared by Chief Engineer of Goona Bara Railway, No. 875, April 14, 1898, pp. 1 and 2. 27 Ibid, p. 1.

116 would be abandoned for a period. Kota State demanded that in Kota State the construction of railway had to be done on standard gauge by the means of a Light Railway.

While the Chief Engineer suggested that this extension from Bara to Kota had not been possible to construct as standard or meter gauge, which were proposed to establish a railway link with general railway system. But it had to be opened the State and prepared for the extension of the broader gauge railway whenever such would be decided.

Further he added that “If after 10 years the standard gauge be extended through Kota or the meter gauge come up from Nasirabad to Bara, the Durbar will get be none the losers by having to pick up their Light Railway; as, beyond the great advantage to the state indirectly, there will yet be the permanent way and Stock ready to utilize as a feeder in a new direction and the interest saved will in that period about equal the Capital cost of the Light Railway.”28

Sanction was granted vide Letter No. 3712 of the October 19, 1897 by the Secretary Public Works Department in November 1897. The survey work was started and by December it was completed. At the last of January 1898 a report and estimated cost for a light railway line was prepared which estimated Rs. 9, 47,770 and submitted it to the British Authority for its approval.

The Chief Engineer proposed that the proposed railway line would be constructed as a 2 feet gauge and put forwarded following reasons:

1. The two feet gauge would be sufficient to meet the all requirement of the State.

2. That the two feet gauge railway would be constructed on lower rate, which had been proved beneficial for the State.

3. This gauge would be proved feasible during busy time or when any accident had to be occurred on this line, being able to borrowed locomotives and wagons stock from others line being constructed on this gauge. In Gwalior State about 193.12 Kms length of railway line was constructed as two feet gauge.

28 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 212, p. 1. Report was prepared by the Chief Engineer of the Goona Bara Railway, for the construction of Light Railway from Bara to Kota as Goona Bara extension.

117 Now a question was raised against ‘to any break of gauge’, but now it was the question of break of gauge or no railway at all, and it had not to be considered.

A British official Mackay mentioned in his Light Railway report for the transfer of little and light railways “go far to show that most of us are wrong in fighting against break of gauge for branch lines or for extensions in undeveloped country.”

According to the Chief Engineer’s report the best route for the light railway took at Bara Kota road and the proposed located line for the standard gauge line was on the shelf of the road, which would not be interfering in any way with wheel or other traffic. While for standard gauge location was selected about 6.44 kms north of the road crossing on the Kali Sindh River and “the line took off from the main line of the Rutlam Bara Muttra Railway at a point some 2 miles from the present terminus of the Goona Bara Railway.”

On the other hand the Light Railway would be started or taken at a point of the center of the Bara station yard on the standard gauge. The new alignment would be constructed at equal distance from the standard gauge line till the road meeting at about 1.60 km far from the origin point. This proposed line had to be constructed with a line on the road with often detour to avoid the unnecessary curvature or to save bridging and cultivated lands.29 Another big river on the proposed line at Alniya River, where a bridge had already been constructed for roadways in 1818 and it was proposed to use this bridge for railway also.30

In his report the Chief Engineer tried to minimize the cost of the railway by avoiding any unrequired construction works. At Kota Station a waiting room along with ticket room proposed while at Antha, the construction of Station had been proposed. On the other hand a transient waiting shed would be arranged at the both side of the Kali Sindh River to use it during rainy season. At Bara Station the Goona Bara Railway accommodation facilities had been required for the passengers. At Bara, Antha and Kota 300 feet long and 20 feet wide area was proposed for platform while

29 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 212, p. 2. 30 Ibid, p. 4.

118 at other place railway would be stopped to tap the passengers; an ample area at side located for the rail level for Stations.31

Following Stations were proposed for the railway line between Bara and Kota:

Table 4.1

List of Stations between Bara and Kota

S. No. Stations Distance from Bara in kms. 1. Bara 00.00 2. Bataoda 12.10 3. Bamulia 18.11 4. Antha 23.33 5. Palaith 28.50 6. Kali Sindh, left bank 31.78 7. Semli 41.44 8. Polai 48.68 9. Tater 55.52 10. Kota Cantonment 69.20

At Bara, Antha, Podai and Kota Stations, Engine watering facilities had to be proposed.

The Kota State selected station location side by side of the Bara Kota road within 1.60 km of the Cantonment and the new Palace of the Maharaja of Kota. But this located site for Station was about 2.41 kms far from . This place possessed good water supply facilities and also appropriate place for Station as well because Kota City was heavily walled town.

A workshop had to be constructed and also a railway line had to be placed there. For this proposed workshop, an engine shade and repairing shops had to be constructed. Whenever any requirement was felt a new line had to be started from this line. Also a small engine shed at Kota and Bara temporarily had to be arranged. The railway had to be worked on hand signal however it was decided that at the both

31 Ibid, p. 5.

119 ending point (Bara and Kota) hand signals might be replaced by other signals, and the speed of the trains on this line had to be decided as medium.32

As British material required for this line, the English constructing materials had to be supplied on the same rate, which was earlier supplied to the Kota State.33 So far as Rolling Stock was concerned, resolutions had to be made to provide two 16 ton tank engines for this line which would be capable of taking a load of over 200 tons. Similar engine was provided for Gwalior Light Railway.

In context of Carriage and wagon, resolutions were made for two class wagon for passengers, upper and lower class. Upper class wagons would be closed with lavatory accommodations, while the lower class wagons would be open type with a fixed roof built on the tram car pattern. The number of wagons would be 2 and 5 for upper and lower respectively and also two brake vehicle with separate postal and luggage chamber would be facilitated. However 40 open trucks would be provided to carry 4 tons of goods and Pauline had to be provided to safeguard these goods from the weather.

The State demanded that this proposed line had to be constructed under the State Engineer and the Chief Engineer also accepted the demands of the State and further the Chief Engineer proposed that an experience railway officer would be appointed to assist the State Engineer. During construction period an office, a sub store keeper and a hospital assistant would be provided. And also proposed that the construction work would be completed in 18 months respectively.34

The quarters would be constructed for the Assistant Engineer at Kota for rainy season and for rest at Bara, the Goona Bara Railway rest house had to be used. Also a small rest house would be built west bank of the Kali Sindh Rivers. Here temporary quarter would be provided for the Assistant Engineer and it would also be used during floods days. And for other officials it was proposed that they could easily find accommodation in the villages during construction of railway near construction site.

32 In the sources the speed for the trains which had to be run on this line, was not provided. It was only mentioned that the trains would be run on medium speed. 33 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 212, p. 6. 34 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 12, p. 11.

120 For the construction of railway about Rs. 9,49,649 were estimated for 69.20 kms long line from Bara to Kota. The permanent way and stocks would be shipped at Bombay and had to be delivered at Bara Station through Goona Bara Railway. The Chief Engineer clearly stated that it was not possible to provide an exact traffic, but the trade statistics of Kota, Antha and Bara provided imports of goods of 2,71,497 mounds and exports were of 2,18, 457 mounds or total 4,89,954 mounds.

During this time goods were carried from Kota to Bara by 1 pie per mound per mile. However railway can easily carried 2/3 per mound per mile. It was not easy to fix rate for passengers but it might be double the usual railway rate or about 2 anna per km for Upper Class and about 2 pies for35 Lower Class passengers were fixed to encourage them.36

The report and estimated cost of proposed Light Railway from Bara to Kota were sent by the Chief Engineer to the Public Works Department for its consideration and endorsement.37

Martindale, the Agent to the Governor General for Rajputana informed to the Secretary to the British Indian Government in Foreign Department about the report and the estimated cost prepared by Chief Engineer for the construction of a separate 69.20 kms long Light Railway from Bara to Kota. This proposed line was the extension of westwards of the railway line which had been constructed on the 5’6’’ gauge from Goona to Bara in the Kota State. Kota State demanded to start the construction work which had to be constructed on the cost of about Rs. 9.50 lakhs.

But the Agent to the Governor General for the Rajputana States clearly mentioned that, the final decision had yet not been arrived and not finalized the project until the further possible routes from Kota to the Rajputana Malwa Railway had been thoroughly surveyed and also until the financial position of the Kota State and Bundi States had been further examined.38 The British Indian Government accepted the conditions proposed by the Agent to the Governor General for Rajputana

35 Ibid., p. 8. 36 Ibid., p. 9. 37 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 215, Foreign Department, Memorandum No. 1596 I.B., June 7, 1898, p. 13. 38 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 216, No. 1500S, May 16, 1898, p. 3.

121 for its approval and this proposal was hold for considerations for next working season.39

Earlier in February 1896 after the demand of Kota State, sanction had granted from British Indian Government for the survey of line from Goona to Bara being further extended to Kota at the cost of Kota State, subjected to the two surveys being kept separately. After survey work the estimated cost had been prepared for its construction from Bara to Kota. The estimated costs were prepared for both Standard and Meter Gauge. An alternative estimated cost was also prepared in view of possible line either on meter or standard gauge line from Marwar Junction to Bara via Kota.

An alternative estimated cost for the extension of line from Bara to Kota was also prepared, as follow:

a. That for standard gauge lines a distance of 67.13 kms long line at the cost of Rs. 35,96,422 or 53,573.99 per km without rolling stock. b. And for meter gauge line for 67.13 kms long line at a cost of Rs. 34,87,570 or 51,952.48 per km with rolling stock at the cost of Rs. 8,599.78 per km. and also provision was made for a separate yard at Bara along with an engine shed, turntable etc.

Kota demanded that this proposed line had to be constructed as standard gauge and raised objection against breaking of gauge at Bara. Further state added that such a break would be bared on through the traffic from Kota to other states as far as Calcutta. While Agent to the Governor General for Rajputana States stated that Kota State had not resources to meet the demands of the construction work for standard as well as meter gauge line.

Further he mentioned that “if there is no intension of constructing a through line on the standard line on the standard gauge from Calcutta to Kurrachee via Kota and Marwar Junction, it benefit the country and also increase the traffic of the Rajputana Malwa Railway, and the lines meeting at Bara, if a light railway on the 2 feet 6 inch gauge were constructed from Bara through Kota, Deoli and Kakri to Nasirabad.”

39 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, No. 219, No. 1131 RC, August 4, 1898, pp. 3 & 4.

122 By a railway conference40 which was held in1897 it was decided that Bara Kota line would be treated as class D(1) and had to be constructed by Native States and further decided that a survey would be done for the most required alignment between Bara and Rajputana Malwa Railway.41 The survey work was started in the winter season of 1897-98, but due to the limited fund it was difficult to find out a place for the survey proposed by the railway conference and it was decided to postponed the project.

From the report on the estimate for a two feet gauge was proposed. Kota State wanted to connect its capital City with railways. However this connection had not been possible as broad gauge for some considerable period, if at all; they prepared to construct a Light Railway on the two feet gauge from Bara to Kota.

The survey works were completed and the estimated cost was also prepared for two feet gauge for total length of 69.20 kms at the total cost of Rs, 9,49,649 or Rs, 13,722.98 per km. But till April 30, 1898 Kota state not submitted the estimate and plan. Now this project was delayed.42

Earlier Agent to the Governor General for Rajputana mentioned in his letter no 1616S, dated; May 6, 1897 that gauge for the construction of railway line from Bara to Kota was 2’ 6’’. But now he was not in favor to bisect railway line on such a gauge and favored meter gauge. Further he added that the railway line would be extended as meter gauge to the whole from Bara to Hyderabad in Sind.43

These office notes and papers were considered by Public Work Department. The Deputy Secretary of Construction Public Work Department stated that Taylors estimate for line about Rs. 13,670.17 per km, would be accepted. Taylor already prepared the estimate for the Light Railway for Gwalior Bhind and Gwalior Sepri Light Railway. For the construction of Bara Kota Light Railways rate proposed by

40 When I gone through the Sources I found that during British period the Railway Conferences was organized to discuss the development of the construction of railway in Indian sub-continent and also they discussed the problems and tried to find out solutions as well terms and conditions which would help into the construction of railway. 41 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, office Note written by the Chief Engineer, Goona Bara Railway, No. 875, April 14, 1898, p. 1. 42 Ibid, p. 2. 43 Proceedings of the Public Works Department (Railway Construction), August 1898, Nos. 210-220, Foreign Department, No. 1596 I.B., June 7, 1898, p. 3.

123 him was reasonable. Further he mentioned that if a two feet gauge would be finalized, the plans would be asked for and the project had to be planned in more detail later.

The matter of gauge was depended on the possibility of further extension of railway from Kota to inter link with any place of Rajputana Malwa Railway. Now it was proposed to raise funds to survey to find out place for further extension of the railway.

He clearly mentioned that on low and reasonable rate it was not possible to construct as standard gauge line, even it was very doubtful for meter gauge line and final decision was not taken till the survey work had to be completed. However the matter had to be taken in the railway project section.

In the railway project it was mentioned that on the request of Kota State, estimated cost was prepared for railway between Bara and Kota as two feet gauge line. But the Agent to the Governor General for Rajputana had not accepted to construct this line as 2 feet gauge until all the possible routes from Kota to Rajputana Malwa Railway had to be surveyed. The Agent to the Governor General for Rajputana suggested that the railway line from Bara to the Rajptana Malwa Railway link had to be established as meter gauge if it would be found that if the cost of railway was not exceeded.44

The distance form Bara to Kota was about 241.40 kms. Hence 3 or 4 Engineers were required and the cost was exceeded by Rs. 50,000. That capital had not sufficient if 5’6’’ gauge railway. It was proposed that the survey work had to be meeting at a point about 160.93 kms on the Rajputana Malwa Railway. It was also demanded that to find out another route for meter gauge railway which had to be reached to Kota.

F. R. Upcott a member of Public Work Department suggested that if the railway line was end at Kota, then the line from Bara to Kota would be adopted as broad gauge while if it would be further connected with Rajputana Malwa Railway then meter gauge would be adopted. Further he emphasized that the department might be agreed with the Agent to the Governor General for Rajputana on the question of gauge till the connecting link had been built.45

44 Ibid., p. 4. 45 Ibid., p. 5.

124 After long correspondence it was decided that the railway line between Bara to Kota had to be constructed as broad gauge line. This proposed line was constructed by Great Indian Peninsula Railway Company.46

Finally on February 20, 1907 the first section of Bara Kota railway line from Bara to Antah, a total length of 21.85 kms long line was completed and opened for public traffic. Further this line was extended from Antah to Kota, a total length of 42.99 kms and opened for public traffic on May 1, 1909.47

4.1.4 Proposed Railway line from Marwar to Kota

On March 15, 1909 H. S. Wildeblood, the Secretary to the Agent to the Governor General for Rajputana, Public Work Department informed to the Resident of Udaipur that the British Authority at Rajputana proposed to extend the Jodhpur Bikaner Railway from Marwar Junction to Kota. The total length of the proposed railway line would had been 276.81 kms, out of the total length of the line, 134.8 kms had to be covered in Udaipur territories.

On the other hand Jodhpur State ready was to construct the railway line fell in Jodhpur territory on following conditions:

1. That other respective State would be agreed for the construction of the railway line as the whole. 2. That the Jodhpur Bikaner Railway would be managed the construction work. 3. That the Meter gauge railway line would be further extended to Karachi.

Wildeblood clearly emphasized that this proposed project would be become possible on the mutual cooperation of other respective States (Udaipur, Bundi and Shahpura) through these States the railway had to be crossed. He wanted to get opinion of the Udaipur State in this proposed project.48

Earlier on June 22, 1908 the Manager of Jodhpur Bikaner Railway prepared a proposal for the extension of Jodhpur Bikaner Railway from Marwar Junction to Kota

46 Administration Report on the Railways in India for the calendar year of 1908, The Railway Board, Government Central Branch Press, Simla, 1909, Rajasthan State Archives, Bikaner, p.17; History of Indian Railways, Constructed and Corrected up to March 31, 1945, p. 103. 47 History of Indian Railways, Constructed and Corrupted up to March 31, 1945, p. 3. 48 Mewar Residency Office, Railway, File No. 10, 1896, No. 381.S, March 15, 1909, Ajmer, National archives of India, New Delhi.

125 and sent this proposal to the Resident of Western Rajputana States, as the Resident earlier requested him to prepare a plan for this effect. He mentioned that “the drainage area of the J. B. R. main line from which it can be seen at a glance that the chord from Kota to Marwar Junction is necessary to the drainage of quite one third of the area.” He further clarified that:49

1. The Jodhpur Bikaner Railway System was started as a local branch line with the main objective to connect some of the important towns of Jodhpur and Bikaner State with railways as well as for the opening of the desert tracts for the easy import of food grains. For this proposed railway line had to be bisected from the south, east and north. But later this policy of the railway had immediately changed from being purely local to those of an important through line of communication because Jodhpur Bikaner Railway constructed railway line across the Sindh Desert from Balotra to Hyderabad.

Now the local line became tributaries for trunk lines and a system was formed whose main objective was to link with the port of Karachi.

2. At present time goods were carried through the trunk line to Karachi but not in large volume and it would be the opportunity to deal with the States to the east of the desert.

Karachi possessed port and in future its growth might be proved very fruitful and its impact might be very significance for the United Provence and Central India. The Jodhpur Bikaner Railway held their monopoly on this trade route and was in a position to provide facilities for the development of Karachi and its port.

3. If the Jodhpur Bikaner Railway constructed this proposed line, definitely it would be proved very significant in the field of trade and commerce for the every possible direction. The foods grains would be bring from the irrigated lands between Bhatinda and Suratgarh on the northern side, cotton from Hissar and the United Provence, Ahra, Delhi and as far as Kanpur which had a direct connection with railway line.

49 Mewar Residency Office, Railway, File No. 10, 1896, Letter No. A.264/9081, July 22, 1908.

126 Now one main connecting line had to be needed across the Aravally Hill in Central India. When Jodhpur Bikaner Railway had to construct this line to Karachi, the State had to establish its chain on boundaries and the State would claim its hold on Karachi route.

In 1895 firstly the Agent to the Indian Midland Railway (Now a portion of Great Indian Peninsula Railway) prepared a plan to construct a direct line from Central India to Karachi. His main aim was to connect Calcutta with Karachi with Broad Gauge line and had to open the rich Chambal regions for the traders of Karachi and also to connect the Pachpadra Salt belt with the Central India through a direct route and for Coal from the Coal area for Rajputana.50

This proposed railway was observed and welcomed by the Great Indian Peninsula Railway because the Company expected that this route would be developed and they prepared a plan to construct the project. In 1898-99 the survey work was completed on this proposed line. During 1899-1900 the earth work was also started for the whole route under Famine Relief Work. The earth work was completed except at the Ghat section of the hills because the location was yet not decided but the alternative route was roughly completed under the direction of the Director of Railway Construction, Hedghon and Mr. Home.

After long gape of eight year the British Authority indicated that a private Syndicate seeking Government approval for the construction of railway from Mawar Junction to Kota as Meter Gauge, and also demanded some concessions for their traffic on Jodhpur Bikaner Railway. The respective States demanded that the administration of the line would be handed to the Jodhpur Bikaner Railway whenever the line had to be constructed and the Syndicate had rights to purchase it as the part of their property rights. But unfortunately this agreement was not completed.

Now the Jodhpur State positively considered this project. It was very important to have the right of management from Marwar Junction to Kota railway line in the hands of Jodhpur State.51 On the other hand the British Authority wanted that the construction of railway from Marwar to Kota would be established and the traders had to be convinced to connect the City with the meter gauge railway line.

50 Ibid. 51 Ibid.

127 Here British Authority provided a figure about what traffic would be, what was the cost of the proposed line and what would be return might be expected. At present time the trade was divided between the ports of Bombay and Calcutta and traffic which would be available for Karachi as well as diverted from these ports and in competition with these three. The traffic which had to be provided by the native traders on these of the rival ports. In these three ports, Bombay Port was in good position for traffic for the area while Calcutta and Karachi was having same position.

The Chamber of commerce provided an approximate figure of the particulars of the goods for future traffic for the Karachi which are as follow:52

1. Salt: Pachpadra Salt trade would be transported Central India, which was demanded much. At present time about 63,000 mounds of salt was loaded at Bina for Central India. The total distance was about 1044.5 kms, while the proposed line would save 297.72 kms because the direct line would be calculated 746.73 kms, and also this proposed line would have reduced the cost of the transportation.

2. Coal: that the distance to bring coal for the Native States from Rewa and the Pench Valley would be decreased. Now the distance from Jodhpur to Pench Valley would be 1319.66 kms in compression to 1614.53 kms from Gridih to Jodhpur. And the difference in the carriage rate would come to Rs. 1/1/-per ton.

Now this coal area would cause competition to the Sea borne coal which was being supplied by North Western Railway at the Kotri, Sukkur and Quetta Station. At present North Western Railway was getting thousands of tons coal by Sea. Here I provide comparisons of the rates as follows:

Bengal coal by Sea Rs. 14-8-0 per ton

Customs, Wharf Age, Tallyind and weight etc. charges- Rs. 0-15-5 per ton

Railway freight ex. Karachi to Hyderabad- Rs. 2-2-0 per ton

Total- Rs. 17-9-5 per ton

52 Mewar Agency Office, Railway, File No. 10, 1896, letter from the Chamber of Commerce, No. 4881, to the Manager Jodhpur Bikaner Railway, This letter was attached in letter No. A.2-64/9081, July 22, 1908.

128 Pench Valley coal by railways- Price at Pits mouth Rs. 5-0-0 per ton

Carried from Khirsadoh to Hyderabad (Via Kota and Mewar Junction- Rs. 10-8-0 per ton

Transshipment charges at Jabalpur, Kota and Hyderabad- Rs. 0-15-0 per ton

Total- Rs. 16-7-0 per ton

The total cost of the coal for locomotives for the Jodhpur Bikaner Railway itself would be reduced by Rs. 1-0-0 per ton and it consumed about 25,000 tons. After the construction of proposed railway it would be proved big savings for Jodhpur Bikaner Railway System.

3. Local traffic: It would establish the relation between the people of Jodhpur, Udaipur, Shahpura, Nasirabad, Bundi and Kota respectively. Hence the local passenger traffic would be in good number. The proposed line would be constructed from Marwar Junction through Aravally and covering a small part of Todgarh and the northern territory of Udaipur. At Lambia it crossed the Rajputana Malwa Railway and reached Kota via Shahpura and Bundi.

According to the Administrative Report of 1907 the line was 276.81 kms long and estimated cost was calculated at Rs. 1,16,00,000 but this cost would be exceeded and it came to Rs. 1,00,00,000.

As per the proposed railway, the distances from respective Rajputana State to the three important ports of India were as follow:

Table 4.2

Distance from Rajputana States to three important port of India

From To Bombay To Calcutta To Karachi Kota 920.54 1599.69 1023.54 Bina 976.87 1297.69 1326.10 Saugar 1052.51 1221.50 1401.74 Katni 1083.09 1034.81 1588.42

129 Table 4.3 Comparison between proposed railway and present distance between respective Rajputana States

Jodhpur to Kota 379.81 Kms. (Proposed) 885.14 kms (Present) Jodhpur to Bina 682.36 Kms 915.72 Kms Jodhpur to Guna 563.27 Kms 1034.81 Kms Jodhpur to Saugar 758.00 Kms 989.74 Kms Jodhpur to 391.07 Kms 1034.81 Kms Udaipur

This proposed line would be totally dependent on these States as the line would be passed and connected with the finance method.53 Till July 1909 the British Indian Government had not sanctioned this extension the Metre Gauge line from Hyderabad (Sind) to Karachi.

On the other hand, the Secretary to the Agent to the Governor General for Rajputana and the Chief Commissioner of Ajmer informed to the Resident of Udaipur about the decisions taken by Bundi and Shahpura Chiefs on the question of proposed extension of the Jodhpur Bikaner Railway from Marwar Junction to Kota.54 Both respective States were clearly stated that their States were not in condition to cooperate in this matter due to the financial deficit.

However both states were accepted that they did not have any objections if the British Indian Government would have constructed the proposed line. They also agreed with the point that the railway would bring the development in both the States.55 On the other hand Udaipur State delayed the matter because of Bundi and Shahpura decision to show incapability to raise fund for railways which would be constructed in their territory.56

53 Mewar Agency Office, Railway, File No. 10, 1896, Letter No. A. 2-64/9081, July 22, 1908. 54 Mewar Residency Office, Railway, File No. 10, 1896, Rajputana Administration of Public Works Department, No. 629 CS, Ajmer, July 30, 1909. 55 Merwar, Residency Office, Railway, File No. 10, 1896, Letter No. 1615, May 15, 1909. This letter was written by the Political Agent of Hadoti and Tonk to the Secretary to the Agent to the Governor General for Rajputana in the Public Works Department; See also, No. 491, May 5, 1909, Bondi; No. 113, March 28, 1909, Shahpura. 56 Mewar Residency Office, Railway, File No. 10, 1896, Office Note, Abstract translation of the Letter written by the Mehkma Khas to the Resident of Mewar, November 26, 1909.

130 By October 1910 the Bundi State stated that the State had not any objection if Jodhpur State constructed the proposed line in Bundi territories57 as the Jurisdiction right would remain in the hands the British Indian Government.58 On the other hand, the Shahpura State also accepted for the construction of railway as a whole and ready to provide full cooperation during construction work. Shahpura State also accepted that Jodhpur State would start the survey work or construction work on this proposed line.59

Though the final agreement had not yet concluded. On November 4, 1910 the British Indian Government allowed all respective State to reach on a final conclusion by mutual consent which would help to start the construction work.60

Till January 1914 the matter was not settled down. Elliot Calvin, the Secretary in the Public Works Department, Rajputana informed to the Resident of Western Rajputana States about the possible extension of railway through Rajputana i.e. a main railway line would be constructed from Karachi to Luni or might be from Marwar Junction and from this place it might be possible to start two branch, one towards Delhi and North while another line would be towards Kota and South.

Kota was already connected with Calcutta via Bara, Bina, Katni, Bilashpur and Sini and also Via Byana, Agra, Kanpur and Allahabad and which proved very important for the development of Karachi. Now it would be very necessary to connect Marwar Junction with Kota through railway.

Elliot favored to discuss this matter with all respective States to find out a solution. For this, a meeting was proposed to hold either at Delhi or Ajmer in March 1914.61 Finally March 5, 1914 was decided to hold the meeting at Delhi.62

In this meeting all the representatives of the respective States were participated. In this meeting British Authority tried to convenience them that this

57 Rajputana, Public Works Department, Railway, F. No. B-57, October 24, 1910, No. 147, October 24, 1910, National Archives of India, New Delhi. 58 Rajputana, Public Works Department, Railway, F. No. B-57, No. 147, No. 9516, October 14, 1910. 59 Rajputana, Public Works Department, Railway, F. No. B-57, No. 402, September 13, 1910. 60 Mewar Residency Office, F. No. 10, 1896, Rajputana Administration Public Works Department, No. 290-CS, November 4, 1910. 61 Mewar Residency Office, Railway, File No. 10, 1896, Rajputana Administration, Public Works Department, No. 129 C.S, Ajmer, January 28, 1914. 62 Mewar Residency Office, Railway, File No. 10, 1896, Rajputana Administration, Public Works Department, No. 466 C/S, Ajmer, February 26, 1914.

131 proposed railway line would be proved very beneficial as a whole. The estimated cost of the railway had already been calculated as about Rs. 1,37,00,000 for this reduction of 288.07 kms (the Bara Kota line was already constructed).

Further British Authority suggested that Capital would be provided through any of the following four methods:

1. Form the British Indian Government under railway list. or 2. By all respective States. or 3. By any Railway Company under Guarantee scheme. or 4. Or by the mutual cooperation’s of two of these methods.

After a long discussion and deliberations on this proposed project as well as on the above terms for funds, it was decided that63

1. All the respective states were directed to declare that how much capital would be provided by them for the construction of railway in their respective territories. 2. The British Indian Government had to make a provision for the balance of capital in the railway programme at an early date. 3. The British Authority rejected such demand to finance by Railway Company which was formed under “Branch Line terms.” These States were ready to take share in it to an amount not less than, which were prepared to subscribe under the first alternative above.64

Subsequently Shahpura State declared to provide Rs. 8 lakhs65 and the Kota State had to raise Rs. 20 lakhs for the construction of Meter Gauge Railway which would cover their respective territories of Marwar Junction to Kota Railway.66 On the other hand Bundi State was ready to provide Rs. 5 lakhs for the construction of

63 Mewar Residency office, Railway, File No. 10, 1896, No. 626 C/S, Ajmer, March 10, 1914; Rajputana, Public Works Department, Railway, F. No. B-57, the Proceeding of the meeting held at Delhi on March 5, 1914 on the proposed Broad Gauge line from Marwar Junction to Kota. 64 Marwar Residency Office, File No. 10, 1896, No. 626 C/S, Ajmer, March 10, 1914; Rajputana, Public Works Department, Railway, F. No. B-57, The Proceedings of the meeting held at Delhi on March 5, 1914 for the discussion of proposed Broad Gauge line from Marwar Junction to Kota. 65 Mewar Residency Office, File No. 10, 1896, No. 777/32-97-M, Udaipur, April 29, 1914 and Teligram No. 153, April 25, 1914 Shahpura, Mewar; Rajputana, The Proceedings of the Public Works Department, Railway, F. No. B-57, No. 777, April 29, 1914 and No. 153, April 25, 1914. 66 Mewar Residency Office, File No. 10, 1896, No. 1553.S, Mount Abu, May 28, 1914; Rajputana, Public Works Department, Railway F. No. B-57, No. 558/R-322, April 14, 1914.

132 railways which would be built under their territory. But the Jodhpur and Udaipur States were not yet declared that how much of capital had to be provided by them for proposed construction of railway within their territories.67

However the Jodhpur State accepted the proposal for the construction of railway from Marwar Junction to Kota. About 33.55 kilometers would be covered in Jodhpur territory and Rs. 15, 13,798 was calculated as the estimated cost of portion. Jodhpur State delayed the project waiting the approval on following project:68

1. That the Meter Gauge line had to be changed in Broad Gauge line from Sindh to Balotra and from Jodhpur to Kuchaman Road. 2. The Construction of a Meter Gauge loop line from Marwar Junction to Sanderao and 3. The Construction of a Broad Gauge Chord line from Balotra to Jodhpur.

But till August 26, 1914 neither the construction work had been started and nor the final agreement had been concluded.69

4.1.5 Nagda Kota Mathura Railway

Another railway line had to be constructed in Rajputana States i.e. Nagda Mathura Railway. The British Authority of Bombay as well as traders demanded the construction of railway between Nagda and Mathura which had to be passed through Rajputana States. The Bombay Chamber of Commerce proposed that the Nagda Mathura Railway line would be proved very fruitful for Bombay. The main objective behind the demand of Nagda Mathura Railway line was that the railway would open an alternative route to the Punjab as well as a large tract of trade deficit regions.

Earlier Agra to Delhi Chord Railway line was constructed, which opened an alternative route but Nagda Mathura Railway would be proved very significant for both, the opening of new regions as well as for further an alternative route for through traffic. In 1894 and 1895 a survey work completed for a railway line70 from Nagda to

67 Mewar Residency Office File No. 10, 1896, No. 1553.S, Mount Abu, May 28, 1914. 68 Rajputana, Public Works Department, Railway, F. No. B-57, Letter No. 3932/Ry.114, Jodhpur, May 12, 1914. 69 Rajputana, Public Works Department, Railway, F. No. B-57, D.O., Maunt Abu, August 26, 1914. 70 Proceedings of the Public Works Department, Railway Construction – A, Government of India, October 1904, Nos. 121-128, No. 128 RC, No. 73 Railway of 1904, October 20, 1904, Simla, National Archives of India, New Delhi, p. 1.

133 Mathura via Bara. The length of the line was calculated to 572.93 kms and about Rs. 351 lakhs was estimated as the cost for this route. Bara was 225.31 kms far from Nagda and situated some 32.19 kms east of the direct route, through a town of no great importance, was the present terminus of the Bina Bara branch of the Indian Midland Railway.

But in 1903 British authority directed to the Chief Engineer of the survey to find out the possible route through Kota, which was situated 32.19 kms west of the direct route. This new possible alignment posed some importance and also practicable. The distance from Nagda to Chambal River crossing was about 227.75 kms. It was directed to Chief Engineer to prepare a full plan for the entire route.71

On May 18, 1904 E. I. Shadbolt, the Director of Railway Construction directed to the Chief Engineer of Survey work Nagda Muttra Railway to prepare a “self-contained” proposal for the construction of Nagda Kota branch of the Nagda Muttra Railway, to bring forward of the reminder for its proposal. When it would complete, it would be allowed for the sanctioned as soon as possible to procure to start the construction work as well as to take required steps for the acquisition of lands and other works.72

The Chief Engineer prepared two alignments which would be intersecting each other. For the construction of railway for the whole route or for branches estimated cost and plans were being prepared along with the following branches:

a. Nagda to Gerot b. Gerot to Kota c. Kotah to Sawai Madhopur d. Sawai madhopur to Bharatpur and e. Bharatpur to Mathura

The survey works were commenced for both plans started from Nagda intersecting again at Gerot and compared between these two lines on the basis of rate, rise and fall and curvature etc. for future considerations.

71 Ibid. p. 2. 72 Proceedings of the Public Works Department, Railway Construction – A, October 1904, Nos. 121- 128, No. 121, No. 831-R.C., may 18, 1904, p. 1. 72 Ibid. p. 2.

134 Another alignment intersecting again at Sawai Madhopur, which was one of the mandetory points of the survey work. Here again be compared with new alignment via Kota with Savielles proposed a line via Bara, similarly with Sawai Madhopur to Bharatpur and Bharatpur to Mathura sections of the proposed railway. The Chief Engineer prepared a report for the whole line including all the heads of expenditure.73

The works were delayed because Bombay Baroda and Central Indian Railway Company had not declared their requirements for the various departments working on various lines and failed to produce required materials. In addition there was not any draftsman and tracer. The Chief Engineer drafted itself which consumed more and more time.74

The Director of Railway Construction agreed on branches proposed by the Chief Engineer for the construction of railway from Nagda to Mathura. Further he suggested to the Chief Engineer to prepare estimated cost on your own experience that what requirements would be needed and what facilities and accommodations would be provided to the travelers.75

Now the Chief Engineer prepared a preliminary plans and estimated cost for the construction of railway from Nagda to Kota section along with the extension to Mathura passed Kota and Sawai Madhopur.76 The Chief Engineer proposed in his report that a survey had to be made for a route from Nagda to Bharatpur through Kota. The objective behind this survey was to compare with the old alignment proposed by Savielle through Bara and the final location and preparation of the work proposed from Nagda to Gerot. This work had completed the first installment of the full project.

According to him as far as Gerot the final location along with new alignment north from Nagda, it was more comprehensive than the old one. This railway was 12 kms shorter and Rs. 19 lakhs cheaper while both lines had to be constructed as standard gauge. Further from Gerot to Kota section, there were two alignments

74 Ibid, p. 2. 75 Proceedings of the Public Works Department, Railway Construction – A, October 1904, Nos. 121- 128, No. 123, No. 921 R. C., May 4, 1904, p. 4. 76 Proceedings of the Public Works Department, Railway Construction – A, October 1904, Nos. 121- 128, No. 126, General No. 10406 R. C., No. 1421, July 14, 1904, p. 4.

135 pointed out one at north of Gerot and their intersection at distance of 131.97 kms near Jharapatan road.

The route via the Masalpura Gap was proved cheaper than that of via Mukundurrah Pass. He proposed former line and stated that this route would be enhanced. Further he added that the whole of the alignment through the Mokundurrah Pass to Kota had to be placed as very troublesome area and the work would be very costly. He favored a chord line from Masalpura to north due to Loban a Station on the Kota alignment.

The regions between Bara and Kota were unproductive. Hence the new projected straight line77 would be a watershed line throughout and easy to managed it. This route was also saved 16.09 kms. There were some advantages and disadvantages of this line which was as follow:

Advantages: It had to reduce 16.09 kms which would incurred less cost and proved beneficial from the point of view of traffic.

Disadvantages: for broad and meter gauge railway system withdrew the Kota City as a Junction Station and would be required another crossing of Chambal further north in place of the combined bridge provided for the broad and narrow gauge railway system at Kota on the present project. At Kota itself, however had never been made an obligatory place on any alignment northwards. But the survey work had tentative to find out the comparative cost of the two alignments via Kota and Bara.

The railway construction would be commenced from Nagda to Gerot, Jhalrapatan Road in coming winter, while two survey works would be carried from Jhalrapatan Road on the south and Loban on the north respectively. The survey work would be commenced through the Masalpura Gap and along the projected new straight line in nearly 6 weeks and had to be submitted the plan and the estimated cost in place of present proposal between Jhalrapatan Road and Kota, which would be finalized the route and construction would be started as soon as possible.

This chord line facilitated to build a Station at or about Semlia proposed by Harmans alignment at about 38.62 kms from Bara because the extension of Bina Bara

77 Ibid, p. 5.

136 Railway to the new Junction there with this line chord line would be created. The earth work was completed by famine labor and building materials and ballast had been provided.

On this whole project the work had already been completed on one sub- division by the Executive Engineer in charge of the new Masalpur Semlia branch.78 The extension of broad gauge would be reached at Kota and Junction point proposed at far from the Capital City, and also to offer cheap rate for the carriage of required construction materials for the Junction, Geroat Semlia line and Semlia Loban line as the whole. Rs. 16 lakhs was calculated as the cost of the railway line from Bara to Semlia by Harmans while the Chief Engineer reduced the cost of line by a better crossing at the Kali Sind River.

If there was not any political hurdle for the ownership of the line which was constructed earlier, to stop the work to extend the Bina Bara line to Semlia, which acclaimed control itself in connection with the adoption of new chord line north of the Darra range.79

Nagda Kota Survey (Preliminary Report and Estimate): The Chief Engineer of survey prepared a full plan for the construction of railway from Nagda to Mathura via Kota on the prior order of the Director of Railway Construction.

The British Indian Government indicated two compulsory places after Kota i.e. Sawai Madhopur and Bharatpur. The final place for a shorter route was decided between Nagda to Gerot and the survey of a new route to Kota via Mukundurrah Pass. The survey work had to be commenced in this season and estimated cost along with report for the whole line from Nagda to Bharatpur through above route would be prepared and submitted as soon as possible, which related to the Nagda Kota line i.e. a distance of 227.72 kms.80

78 Ibid, p. 6. 79 Ibid, p. 7. 80 Proceedings of the Public Works Department, Railway Construction – A, Nos. 121-128, see preliminary report and estimates of Nagda Kota survey, p. 1.

137 Table 4.4 Comparison between new and old alignment between Nagda and Gerot with Savielle

Nagda to Kota Length Rise and fall Curvature Construction ( km) in one way cost in Rs. Savielle line to 116.24 1168 feet 637 ̊ 98̍ 86,92,730.00 New alignment 103.48 836 feet 445 ̊ 21̍ 68,01,682.00 Difference in favor of new 12.71 33 feet 192 ̊ 77̍ 18,91,048.00 line

From Gerot further to Jhalrapatan Road the old and new alignments were sighted but from this point both tended to different directions to reach Darra range by the Masalpura and Mukundurrah Gaps respectively. The first route was to be constructed towards Bara and second towards Kota. At Darra Range the Masalpura crossing proved easy than the other and the cost of the two alignments between their common intersection near Jhalrapatan Road and northern exits from this Darra Range which could be compared as follow:

Table 4.5

Comparison between Jhalrapatan Road and Masalpura Gap

The new line from 40.23 Rise and Curvature Rs. 25,02,184.00 Jhalrapatan Road via kms fall in one was estimated as 788 ̊ 21̍ Mukundurrah Pass to Darra length way 402 the cost of the line Range, kms 178.64 feet

Old line from the same 37.01 340 feet 479 ̊ 27̍ Rs. 22,93,542.00 point via Masalpura Gap to was calculated as 230 kms. the cost of the line

Difference in favor of 3.22 62 feet 308 ̊ 27̍ Rs. 2,08,642.00 Masalpura crossing

Kota State was an obligatory place at the current surveyed work and the route to it via the Mukundurrah Pass and passed through Maudana, which were suggested by Hodson. This alignment would be constructed via sterile region, which for the last 25.75 kilometers into Kota were sheet rock, clean and plain, to fold an unobtainable

138 not good to make advanced on 1 to 200 grades for about 9.66 kilometers in Kota Station yard.

The location for the Station yard had favorable place and very near to the City and also near to important trade routes as well as completely take away from the Palace surroundings and the Civil Station.81 Abstract of the estimated cost and as proposed reduced at outset of Nagda Kota section (227.75 kilometers) of Nagda Mathura Railway.82

The Engineer in Chief prepared Rs. 1,69,34,154 or Rs. 74,352.22 per kilometer for the construction of railway from Nagda to the Chambal River via Kota, a distance of 227.75 kilometers, while the Director of the Railway Construction reduced this proposed cost from Nagda to Kota to Rs. 1,29,38,883 or 57,001.51 per kilometer. It had been proposed to start the construction work at once on the southern side and at the same time to examine the northern part of the Nagda Kota branch. The final location was finalized within few weeks and the construction work was started.83

The Director of the Railway Construction accepted Rs. 1,29,38,883 for the construction of railway in southern branch of the Nagda Mathra Railway. The director of the railway construction on the project for the Nagda Mathura Railway also prepared estimated cost of the line and submitted it in advance to save the time to start the construction work as soon as assent had received from British Indian Government. Now the British Authority at Rajasthan demanded approval from British Indian Government. This Nagda Kota branch railway would have opened the new regions and helped for the development the transportations system in these regions after the completion of this proposed line.84

On September 10, 1904 the Director of the Railway Construction of the Nagda Mathura Railway prepared a notes for the construction of railway from Nagda to Kota as followed85:-

81 Ibid, p. 2. 82 Ibid, pp. 8-9. 83 Proceedings of the Public Works Department, Railway Construction – A, No. 73 Railway of 1904, Nos. 121-128, No. 128 R. C., Simla, October 20, 1904, p. 2. 84 Ibid. p. 3. 85 Proceedings of the Public Works Department, Railway Construction – A, Enclosure No. 1 to Dispatch No. 73 Railway of 1904, Nos. 121-128, See Paragraph 1 to 10 in page 1 and for 11 to 18 in page 2.

139 1. Location of the line: Nagda decided as the beginning point of the line. A Station proposed at this point and then this line had to be constructed towards northern direction to Gerot and to Jhalrapatan Road, where it bends towards the west crossing to Darra range through the Mokundarrah Pass and then constructed direct to Kota.

2. Rs. 1,96,34,154 or Rs. 74,352.66 per kilometers was estimated for the construction of 227.54 kilometers long railway line from Nagda through Kota to the Chambal River Crossing. In this estimated amount the construction of bridge cost was also included. It also covered the cost of workshops, station machinery, staff quarters and rolling stocks based on the requirements to be supplied by the Bombay Baroda and Central Indian Railway.

But the Chief Engineer reduced this cost by Rs. 15,53,152 and he estimated the total cost of the line as Rs. 1,53,81,002 or 67,533.11 per kilometer.

3. Preliminary Expenses: Rs. 73,051 would be treated as preliminary expenses.

4. Formation: the Chief Engineer fixed rate as Rs. 17,72,209 for earth work on the basis of the Ratlam Nagda Ujjain Railway rates.

5. Tunnels: there were two in the Darra range, but it would be taken out as cuttings with vertical sides and then arched over. Rate was fixed as Rs. 54 per foot or total Rs. 45, 632 would be accepted.

6. Bridge Work: Rs. 18,06,83 was estimated for Bridge works.

7. Fencing: Rs. 5,42,100 was estimated for fencing. On this trunk line 4 wired fence on stone posts to be facilitated

8. Rs. 5,91,772 was estimated for ballast throughout the line.

9. Permanent Way: for permanent was 87 lbs flat footed rails on timber sleepers had been fixed at the cost of Rs. 17,431.33 per kilometer or total Rs. 47,35,547.

10. Stations and Offices: Rs. 2,39,484 estimated for required accommodations at Stations.

11. Workshops, Store Buildings etc.: Rs. 4,48,200 estimated for Locomotives Carriage and Wagon repairing shops, while Rs. 1000 for store yard and workshop at Kota respectively.

140 12. Staff Quarters: Rs. 4,09,980 estimated for Staff Quarters on the basis of the demand of the B B. and C. I. Railway Company.

13. Station Machinery: Rs. 4,87,198 was estimated for station machinery.

14. Plant: Rs. 1,16,503 for platns 15. Rolling Stocks: the Bombay Baroda and Central Indian Railway demanded Rs. 14,897.37 per km for rolling stocks but Director of Railway stated that this proposed line would be opened telescopically and at the first as had to be a branch line, hence Rs. 6,213.71 per km would be sufficient to provide rolling stocks for this line. Finally Rs. 14,15,200 estimated for rolling stocks. 16. General Charges: Rs. 6,49,144 estimated for general charges.

Finally he summarized his notes on followings of the cost of all the particular heads86:

Preliminary Expenses Estimated cost in Rs.

1. Formation 73,052.00 2. Ballast and Permanent Way 18,17,841.00 3. Stations and Buildings 18,06,863.00 4. Plant 5,42,100.00 5. Rolling Stocks 14,15,200.00 6. General Charges 6,49,144.00

Total: 1,29,38,883.00

Or 56,810.00 per kilometer

This proposed line had to be started form Nagda on the Godhra Rutlam Ujjain Railway and had to be constructed to Mathura. The previous survey of the line through Bara was neglected and surveyed the other alternative line through Kota with Sawai Madhopur, Bharatpur to Mathura to find out shortest route between Delhi and Bombay.

The length of the new alignment from Nagda to Mathura via Kota was about 553.6 kilometers while total length of the old alignment of Savielles surveyed route via Bara was about 572.07 kilometers. It had further possible to reduce the new

86 Ibid.

141 alignment by about 2.41 kms between Bharatpur and Mathura. Hence the length of the line from Nagda to Mathura via Kota was calculated to about 551.20 kilometers.87

Location and Description of the whole sections of Nagda Muttra Railway had prepared by Hodson on September 19, 1903. In this notes Hodsons estimated the cost of the railway as well as description of the routes and Savielles estimated and route had been compared, which helped to understand which route would be suitable for the construction whether via Kota or via Bara respectively. These proposed routes had to be started and intersected at the same point in both and these sections are as follows:88 Sections Distance in Kilometers

1. Nagda to Gerot 103.48 2. Gerot to Sawai Madhopur via Kota 230.61 3. Sawai Madhopur to Bharatpur 184.46 4. Bharatpur to Mathura 33.79

He provided comparative estimates for the all sections with old alignments, which as follows:

First section from Nagda to Gerot:

Nagda had fixed as the starting point and then this line extended towards north side. Nagda became the Junction point to the Bombay Baroda and Central Indian Railway. The whole line was located in Central India Administration from Nagda to Kota.

Following table has been prepared on the basis of information given in Hodsons note to compare the two alignments which had to be located for the construction of the line on same standard of the requirements of the Bombay Baroda and Central Indian Railway, as follows89:

87 Proceedings of the Public Works Department, Railway Construction – A, Government of India, Nos. 129 – 134, October 1904, National Archives of India, New Delhi, Nagda Mathura Railway Report, p. 3. 88 Ibid., p. 4. 89 Ibid., p. 5.

142 Table No. 4.6

Comparison between Nagla to Gerot alignment (New and Old)

Nagda to Gerot Length Rise and curvature Cost in Rupees Cost per in kms fall in one km direction Savielles alignment 115.48 1,168.00 637.98̊ 86, 92,730.00 75,271.04 New Alignment of 103.48 836.00 445.21̊ 68, 01,682.00 65,729.27 1903-04 Difference in favor 12.01 332.00 192.77̊ 18, 91,048.00 9,541.77 of new line

Above table indicate that new alignment was 12 kilometers short then old line and also new route had to save about Rs 18.9 lakhs in compression to the old proposed route.

Second Section from Gerot to Sawai Madhopur via Kota:

First form Gerot to Kota: The route towards north from the Gerot to the Darra Range was decided due to the position of the Mukundurrah Pass for railway route which had been selected. This route was selected on the advice of Agent to the Governor General for Rajputana. He suggested that a railway station had to be constructed in Jhallawar State territory (Capital City Jhalrapatan).

This route had to be constructed through Panchpahar and close to Bhainsoda and built a Station at Jhalrapatan (on the request of Rana, called Jharapatan Road) at Panchakheri which was situated on the main metaled road from Jhalrapatan to Neemuch, and from there this route had to be constructed towards north to reach Mukundurrah Pass via Suket, Kharibaaf, Sonara and Chehat.90

Now from this point further the route led to Kota which was constructed parallel to the main metaled road past Mandana. At Kota (where at the end the east and west line of Bara Marwar Railway had to be intersected and had to be connected with the north and south line of Nagda Mathura Railway) a station had to be constructed which had to be used by both railways and also near to the City without interfering with the Maharaja Palace.

90 Ibid., p. 6.

143 This selected Station at Kota on the Bara Marwar Railway was about 2.57 kilometers north of the new Palace and about 6.43 kilometers from the City. Defiantly it would be proved inconvenient for local traders as well as travelers besides this point would disturbed the privacy of Maharajas Palace by creating noise and bustle together permanently. Now the point for Station selected near village Borkhera where above disadvantages were not occurred.

On January 16, 1904 the British Indian Government informed to the Chief Engineer that Kota would be the transshipping Station between the broad and meter gauge and the Government would be decided the gauge for the line between Bara and Kota. The connection had to be established with both the proposed railway and with its meter gauge extension to Marwar over the combined bridge across the Chambal River would be made by lines running to this new Station yard parallel to91 the Nagda Mathura Railway. At Kota about 6.44 kilometers from the present point of Station yard was the second crossing at the Chambal. Another crossing was cited by Harman at 2.01 kms below Dudwara for the combined bridge for the two Railway Systems which had to connect Kota at Ganeshpura.

Second was from Kota to Sawai Madhopur: Now this route was selected from Kota to Sawai Madhopur. The route first 64.37 kilometers had to be constructed through dead flat and good productive regions. Then it covered the hilly regions in the neighborhood of Lakheri and Indergarh.

At Sawai Madhopur, which was served as the Station with the meter gauge line from Sanganer Sawai Madhopur Railway on the Rajputana Malwa Railway was owned by Jaipur State. This point had to be two obligatory points for the Nagda Mathura Railway laid down by the Government. Here Savielles alignment via Bara had to be again intersected and comparison between the two routes were given below:

91 Ibid., p. 7.

144 Table 4.7

Comparison between Gerot to Sawai Madhopur alignment (via Bara and Kota)

Gerot to Sawai Length Rise and Curvature Cost of the Cost per Madhopur in kms fall line in Rs. km Mr, Savielles line via 235.28 1758.00 1339̊=2̍ 17,710, 75,271.04 Bara 229.00 Survey of 1903-04 via 230.62 1546.4 1790̊=1̍ 16,736,982.00 72,574.29 Kota Difference in favor of 4.44 111.6 -450̊=9̍ 9,73,247.00 2,696.75 new line

Above saving of 4.44 kms and first sections saving of 12 kms in Nagda Gerot section minimized the total length by 16.47 kms at Sawai Madhopur and also lesser the cost of the line by Rs. 28, 64, 295 in favor of new alignment.

The route from Gerot to Sawai Madhpour via Kota had to be almost finalized and these might be minor or slight alternations at one or two point took place when the construction work had to be commenced.

Third section from Sawai Madhopur to Bharatpur:

The route here entered in flat, fertile and well irrigated area in the valleys of the Banas and Moreal Rivers respectively with some rough broken ground and deep narrow passage.92 This route covered Kerowli of Jaipur territory and Bharatpur but this section further needed survey when or before construction work had to be commenced.

Now from Sawai Madhopur the new route alignment changed the course from Savielles and bends north east and accepted separate crossing for the Banas and the Moreeal Rivers respectively. Now the new route covered Hindaun (440.96 kms), the area was unproductive but flat and favorable as well as easy for the construction of railway then Savielles route. Further there were two crossing selected one at Gambhir River and another at Bangunga River, and then to Bharatpur, compressions between these two lines were as follow:93

92 Ibid., p. 8. 93 Ibid., p. 9.

145 Table 4.8

Comparison between Sawai Madhopur to Bharatpur alignment

Sawai Madhopur to Length Rise Curvature Cost in Rs. Cost per km Bharatpur in kms and fall in Rs. Mr, Savieles line 186.28 947 917̊01̍ 1,40,21,608.00 75,271.04 Alignment of 1903- 184.46 824 725̊05̍ 1,29,43,452.00 70,168.34 04 Difference in favors 1.82 123 191̊26̍ 10,78,156.00 5102.70 of new line

Fourth section from Bharatpur to Mathura

For the construction of railway line from Bharatpore to Mathura, Savielles alignment and estimated cost was accepted but there were chances to reduce this route by 2.41 kms. See the table for comparative study for the cost and length of the last section of the Nagda Kota Mathura Railway:

Table 4.9

Comparison between Bharatpur to Mathura

Bharatpur to Length Rise Curvature Cost in Rs. Cost per Mathura in kms and fall kms Savielles line 35.02 54.8 146̊25̍ 26,35,941.00 75,271.04 New Alignment of 35.02 54.8 146̊25̍ 23,34,942.00 66,675.61 1903-04 Difference in favor 3,00,999.00 8,595.43 of new line

The comparative table provided below indicated the final information of these two alignments. These two alignments were proposed to construct the standard gauge by the Bombay Baroda and Central Indian Railway Company on its own requirements:

146 Table 4.10

Final description of two alignments between Nagda to Mathura

Nagda to Mathura Length Rise and Curvature Total cost Cost per km in kms fall Nagda to Mathura 572.07 3,873.00 2,895̊59̍ 4,30,60,508.00 75,271.04 Nagda Kota 553.58 3,206.4 2,960̊36̍ 3,88,17,058.00 70,119.87 Mathura Difference in favor 18.49 667.6 - 64̊37̍ 42,43,450.00 5,151.17 of new lines The above table indicates that the cost of the whole new route would be less by Rs. 42 lakhs in comparison to the old route, while from the point of curvature the old route was greater than new route but new route from Sawai Madhopur to Mathura had to be incompletely surveyed and it would be improved later in all aspect.94 The following tables providing the general abstract prepared by the Chief Engineer for the construction of railway for Nagda to Mathura via Kota. He clearly provided the cost of the railway for all the sections including all the particulars of the heads of the account, as followed:95

94 Ibid., p. 10. 95 Proceedings of the Public Works Department, Railway Construction – A, October 1904, Nos. 129- 134, pp. 61,62.

147 Table 4.11

Nagda Kota Mathura Railway (General Abstract of the Cost)96

S. Main & Sub Heads Nagda to Gerot to Kota Kota to Sawai S. Madhopur Hindaun to Bharatpur to Total Cost/ No Gerot (124.27kms) Madhopur to Hindaun Bharatpur Mathura 553.58kms km in . (103.48kms) (106.34kms) (103.72kms) (77.52) (35.02) Rs. 1. Permanent Expenses Rs. Rs. Rs. Rs. Rs. Rs. Rs. Rs. a. Survey expenses 3,319.00 3,985.00 3,410.00 3,430.00 2,486.00 1,123.00 17,753.00 b. Plant. 2,792.00 3,354.00 2,870.00 2,886.00 2,092.00 945.00 14,939.00 c. Establishment 27,080.00 32,521.00 27,830.00 27,985.00 20,287.00 9,164.00 1,44,867.00 Total Permanent 33,191.00 39,860.00 34,110.00 34,301.00 24,865.00 11,232.00 1,77,559.00 2. Land Nil. Nil. Nil Nil. Nil. 37,646.00 37,674.00 3. Formation a. Earth Work 5,78,479.00 11,93,730.00 4,31,263.00 4,74,646.00 3,71,087.00 1,38,900.00 31,88,105.00 b. Tunnels Nil. 45,632.00 Nil. Ni. Nil. Nil. 45,632.00 Total Formation 5,78,479.00 12,39,362.00 4,31,263.00 4,74,646.00 3,71,087.00 1,38,900.00 32,33,373.00 4. Bridge Work a. Big Bridges 4,00,354.00 8,69,581.00 3,67,381.00 7,96,705.00 6,60,108.00 25,638.00 31,28,767.00 b. Small Bridges 2,18,930.00 3,08,998.00 2,94,936.00 2,91,623.00 1,87,035.00 48,891.00 13,50,413.00 Total Bridge Work 6,28,284.00 11,78,579.00 6,62,317.00 10,88,328.00 8,47,143.00 74,529.00 44,79,180.00 5. Fencing and Co. a. Fencing 1,78,542.00 2,18,154.00 1,84,083.00 1,86,554.00 1,33,892.00 62,407.00 9,63,632.00 b. Road Crossing 62,622.00 75,285.00 22,575.00 67,872.00 39,585.00 27,714.00 2,95,653.00 Mile & Gradient Post 3,324.00 4,173.00 3,461.00 3,609.00 2,559.00 1,052.00 18,178.00 Total Fencing 2,44,488.00 2,97,612.00 2,10,119.00 2,58,035.00 1,76,036.00 91,173.00 12,77,463.00 6. Ballast & permanent way a. Ballast 2,02639.00 2,99,133.00 3,24,047.00 3,41,880.00 2,40,702.00 1,11,943.00 16,10,344.00 b. Permanent Way 26,61,615.00 33,09,247.00 27,30,688.00 29,25,999.00 20.83,852.00 9,72,053.00 1,46,83,454.00 Total Ballast & P. Way. 29,54,254.00 36,08,380.00 30,54,735.00 32,67,879.00 22,24,554.00 10,83,996.00 1,62,93,798.00 7. Electric Telegraph Nil Nil Nil Nil Nil Nil Nil Nil 8. Station & Building a. Station and office 80,809.00 1,58,675.00 98,445.00 97,982.00 66,630.00 32,495.00 5,35,036.00

96 Proceedings of the Public Works Department, Railway Construction – A, October 1904, Nos. 129-134, pp. 61 & 62.

148 b. workshops, store & Co. 5,000.00 4,49,200.00 Nil 2,500.00 Nil 17,500.00 4,74,200.00 c. Staff Quarters 1,83,560.00 4,44,840.00 1,03,700.00 1,52,060.00 65,160.00 87,160.00 10,36,485.00 d. Station Machinery 2,08,781.00 3,33,143.00 91,387.00 1,99,848.00 65,468.00 1,26,628.00 10,25,255.00 Total Station & Building 4,78,150.00 13,85,852.00 2,93,532.00 4,52,390.00 1,97,258.00 2,63,783.00 30,70,971.00 9. Plant a. Engineering 12,189.00 14.638.00 12,526.00 12,596.00 9,131.00 4,125.00 65,205.00 b. Construction 26,777.00 39,799.00 11,612.00 11,677.00 1,00,450.00 3,824.00 1,94,139.00 c. Locomotives 105.00 51,692.00 Nil 105.00 Nil 105.00 52,006.00 d. Carriage & Wagons Nil. 57,288.00 Nil Nil Nil Nil 57,288.00 e. Station &Office Furniture 9,240.00 13,860.00 6,930.00 12,285.00 6,930.00 4,095.00 53,340.00 f. Steamers or Boats Nil. Nil Nil. Nil Nil Nil Nil Total Plant 48,311.00 1,77,276.00 31,068.00 36,663.00 1,16,511.00 12,149.00 4,21,978.00 10. Rolling Stock a. Locomotives 5,61,988.00 6,74,910.00 5,77,546.00 5,80,780.00 4,21,011.00 1,90,185.00 30,06,420.00 b. Carriage and Wagon 9,79,597.00 11,76,431.00 10,06,715.00 10,12,352.00 7,33,860.00 3,31,507.00 52,40,462.00 Total Rolling Stock 15,41,585.00 18,51,341.00 15,84,261.00 15,93,132.00 11,54,871.00 5,21,692.00 82,46,882.00 11. General Charges a. General 26,871.00 32,270.00 27,614.00 27,769.00 20,130.00 9,094.00 1,43,748.00 b. Engineering 2,40,628.00 2,88,978.00 2,47,289.00 2,48,674.00 1,80,265.00 81,432.00 12,87,266.00 c. Stores 10,575.00 12,700.00 10,868.00 10,868.00 7,922.00 3,579.00 56,572.00 d. Audit & Account 6,729.00 8,082.00 6,916.00 6,954.00 5,041.00 2,278.00 36,000.00 e. Medical & Sanitation 10,137.00 12,174.00 10,418.00 10,476.00 7,594.00 3,431.00 54,230.00 Total General Charges 2,94,940.00 3,54,204.00 3,03,105.00 3,04,801.00 2,20,952.00 99,814.00 15,77,816.00 Grand Total 68,01,682.00 1,01,32,472.00 66,04,510.00 75,10,175.00 54,33,277.00 23,34,942.00 3,88,17,058.00 Rate Per Km 65,729.27 81,533.84 62,104.81 70,234.00 70,086.00 66,675.00

149 Now the construction work started from Nagda side towards Kota after its sanction from British Indian Government in 1904. On November 29, 1904 and August 1, 1905 British Government sanctioned the line from Kota City to the Chambal Crossing and the Chambal Crossing to Mathura for its construction respectively. At the same time the construction work started on the whole line to the Mathura, as Broad Gauge by the Bombay Baroda and Central Indian Railway Company.97

Firstly the construction of 163.4 kms long railway line was completed from Nagda to Morak and on July 15, 1907 it was opened for public traffic. On February 26, 1908 second sections from Morak to Kota City (about 56.52 kms long railway line) was opened for traffic. This railway line was further extended from Kota City to Gangapur City via Kota Junction, Sawai Madhopur and it was opened for traffic on firstly up to Sawai Madhopur and then to Gangapur on May 1, 1909 and June 1, 1909 respectively.

Further this line was extended from Gangapur to Hindaun City and opened for traffic on October 1, 1909. The length of the line from Gangapur to Hindaun City was calculated to 41.84 kms. Earlier on June 15, 1909 the railway line from Mathura to Hindaun City had already been opened for traffic. The total length of the line from Nagda to Mathura came to 546.13 kms

The following Table provides the details of the length and the Date of opening for traffic:98

Nagda Muttra Railway Date of Opening Length in Kms 1. Nagda to Morak 15- 07- 1907 163.36 2. Morak to Kota City 26- 02- 1908 56.52 3. Kota City to Kota Juncton 01- 05- 1909 5.60 4. Kota Junction to Sawai Madhopur 01- 05- 1909 108.44 5. Sawai Madhopur to Gangapur City 01- 06- 1909 62.76 6. Gangapur City to Hindaun City 01- 10- 1909 43.20 7. Muttra to Hindaun City 15- 06- 1909 106.25 Total= 546.13

97 Administration Report on the Railways in India, for the Calendar Year of 1908, The Railway Board, Government Central Branch Press, Simla, 1909, National Archives of India, New Delhi, Appendix. 4, p. 24. 98 Railway in India, Administration Report for the Year 1913 – 14, Volume-II (Appendices), Government of India, the Railway Board, Government Central Press, Simla, 1914, Rajasthan States Archives, Bikaner, p. 16.

150 4.1.6 Dholpur Bari Light Railway

The was the eastern part of the Rajputana. According to the revenue record of the Dholpur State the area of the State was 1858.79 square kilometers (1,197 square miles) and on the topographic sheets its area was 1858.79 square kilometers (1,155 square miles). At that time it was situated between 26̊ 22̍ and 26̊ 57̍ N. and 77̊ 14̍ and 78̊ 17̍ E. Dholpur state was bounded by Agra on the north side; Bharapur on the north west side; Karauli on the west side and Gwalior on the south - east side. On the northern side the surface of Dholpur state was flat and accessible while the whole regions were comprised of low hills or deep narrow Vallies. In Dholpur state sandstone hills were existed south west of the State and surface was rocky and unfertile.99

Dholpur State was having importance in the field of production of red sand stones. According to the Administration Report on the Railways in India for the year 1914-15, earlier Dholpur State was played important role for the construction of Mughals buildings in Agra and still its production would be importance for trade and commerce for Dholpur state.100 Dholpur State also exported cotton, ghee and in good year wheat, gram, bajra and mustard seeds. Dholpur State imported some important articles such as salt, cloth, sugar, rice and tobacco. In Dholpur State mostly trade were carried with Agra and Gwalior.101

The Dholpur State was existing between Agra and Bhopal Railway line, known as Schindia State Railway. The construction of railway was started from Agra to Dholpur and on January 10, 1878 this 59.06 kilometers long railway line was opened for public traffic. Further by 1889 this line was extended up to Bhopal via Hetampur, Gwalior and Jhasi and opened for traffic. The whole was constructed as Broad Gauge line, by the Great Indian Peninsula Railway as the part of Indian Midland Railway section.102

99 The Imperial Gazetteer of India, Vol. XI, New Edition, Today and Tomorrows Printers and Publishers, New Delhi, Originally Published in 1908, p.322. 100 Administration Report on Railways in India for the year 1914-15, Vol. 1, Railway Department (Railway Board) Government of India, Government Central Press, Simla, 1915, Rajasthan State Archive, Bikaner, p. 28; These red sand stone of Dholpur states was very important for the construction of buildings. 101 The Imperial Gazetteer of India, Vol. XI., p. 327. 102 Supplement to the History of Indian Railways, p. 4.

151 This the Indian Midland Railway section of the Great Indian Peninsula Railway was passed through the eastern part of Dholpur State from north to south, the length of the Indian Midland Railway section of Agra Bhopal Railway line covered 30.57 kms territory of the Dholpur State.103

Now the Dholpur State proposed to construct a Light Railway line from Dholpur City to Bari, to provide better transportation between these towns. In 1896 the British Indian Government issued an order and informed to the Superintendent of Dholpur State through Rajputana States Authority that-104

1. The Dholpur State proposed to construct a railway line from Dholpur to Bari on its own cost and for this proposed line the State estimated the cost of Rs. 5, 79,770.

2. That the proposed railway line would be connected the Great Indian Peninsula Railway at Dholpur with Bari, which was the second largest city in the State after Dholpur itself.

3. The length of the line from Dholpur to Bari was 30.9 Kms.

4. The line would be constructed in the form of 2 feet 6 inches gauge.

5. The motive power would be steam.

6. That the State proposed to work the line themselves on the “One – Engine” system, till that time as the traffic to be developed sufficiently to protect an agreement for the working with the Great Indian Peninsula Railway. On the other hand Great Indian Peninsula Railway was to audit the accounts and a draft of agreement for railway. The Agreement was also covered the working of the Joint Station at Dholpur.

7. That the line was proposed in the interest of the state stone mining, limestone or slate, which were very valuable wealth for the state and which were present in unproductive in lack of transport system.

103 The Imperial Gazetteers of India, vol. XI, p. 327. 104 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, 1906, National Archives of India, New Delhi, No. 3649/20F-02 0f 1904-05.

152 According to the State Engineer report, at Garhi Sandra Station about 40,475 maunds of general merchandise excluding stones were passed through road between Dholpur and Bari during May to December of 1904. Definitely after the construction of railway the volume of trade would be increased in large scale. At present most of the trade was followed the route through village roads to Agra, which was 72.42 Kms far from the Dholpur state and it would be drown towards the proposed Light Railway.105

The Superintendent of the Dholpur submitted a detailed report with plans and its estimates which were prepared by the State Engineer for a Light Railway from Dholpur to Bari, before British Indian Government for its approval through proper channel.106

For this purpose an agreement was signed between Dholpur State and Great Indian Peninsula Railway Company for the working of the Joint Station at Dholpur and to audit the accounts of the branch, on the following conditions:107

Here after the Dholpur State was known as the Light Railway and the Indian Railway Company was known as Great Indian Peninsula Railway Company. This agreement also covered for interchanged of traffic between these both Companies and for maintenance as well as its renewal of Joint Station at Dholpur.

First Clause (Terms of the Contract): I. that this contract would be came in to force from the day on which the Light Railway Company’s trains and traffic start to run and to be used the Joint Station at Dholpur and would be continued till expired of before six months of notice, which would be proposed by either company at any time, while it would be expired only on the 30th and 31st day of June and December respectively in any year.

Whenever such notice were expired the Light Railway would be bound to removed it’s all sidings, premises and works etc. at its own cost, which was constructed within the Great Indian Peninsula Railway limits, as provided in clause 3 of paragraph V., and whenever the Light Railway Company gives such notice, than

105 Ibid. 106 Ibid. 107 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Appendix - C.

153 the Light Railway Company would be bound to paid compensation to the Great Indian Peninsula Railway, the cost incurred as provided in Clause 3 of Paragraph II.

II. Whenever expired such type of notice the Light Railway would be not allowed to use, to enter any parts of lands, premises or works etc. of the Great Indian Peninsula Railway.

Second Clause: in second clause some it was clearly defined the meaning of fey words used in this contract which would defined the whole working system between the Great Indian Peninsula Railway Company and Dholpur State Railway, as follow:108

I. That “Station, Traffic, Vehicles, Rates, Fares, etc., of the G. I. P. Railway” means and it added the stations, traffic, vehicles, rates, fares etc., of all railways other than the Light Railway Company with which the Great Indian Peninsula Railway might be through traffic organized time to time.

II. That “G. I. P. Railway Local Traffic” means all the traffics booked between Dholpur the Great Indian Peninsula Railway Stations.

III. That “Light Railway Company’s Local Traffic” means all traffic booked or shipment between Dholpur and any stations of Light Railway Company.

IV. That “Through Traffic” means booked or shipment through between any station not part of Dholpur of the Great Indian Peninsula Railway Company and any station, other than Dholpur Light Railway Company.

V. That “G. I. P. Railway Through Traffic” means all the traffic of the Great Indian Peninsula Railway between places of the Great Indian Peninsula Railway on either side of Dholpur and which, therefore, only passes through station.

VI. That “Joint Station” means Dholpur station to be worked by Joint Station Staff under the terms of the contract.

VII. That “Joint Station Staff” means all types of working in loading and dislodging as well as transshipment of goods, working traffic out and in, Joint Station at Dholpur, goods and coaching clerks, Telegraphs Signallers, Police, Pointsmen, Shunters,

108 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Appendix C.

154 Haamals, Mussalls, all other Staffs working in receiving as well dispatching and dealing with trains and traffic of all types.

VIII. That “Running Staffs” means Drivers, Firemen, Guards, Brakesmen, and all other Staff that would be posted from time to time in current working of the trains.

Third Clause: I. The Great Indian Peninsula Railway existing works and premises as per Schedule A, and furniture and removable plants as per Schedule B, would be used in common purpose of the Joint traffic by the both companies, while the cost of these works would be charged 5% per year, which was described in Paragraph III, of this clause.

II. At the Joint Station the Great Indian Peninsula Railway would be raised funds for all cost alternations of existing premises as well as new required premises.

III. That the Great Indian Peninsula Railway would be charged 5% rent to the Light Railway Company for Joint Station expenses account.

IV. All the expenses of maintenance and renewal form time to time of the parts of the Joint Station premises which would be used by both the companies for traffic use, would be added in to account of the Joint Station and the Great Indian Peninsula Railway would be poses power to managed such works.

V. Both companies would be provides its own maintenance at their own cost and all accommodations. Both were also provide permanent way as well as signals for its own cost respectively.

VI. That the Light Railway Company would be paid Rs. 50 only per year to the Great Indian Peninsula Railway for land used within the Great Indian Peninsula Railway limits.

Sixth Clause: That at Joint Station, the required staffs would be appointed and controlled by the Great Indian Peninsula Railway.109

Above agreement was subjected to get approval from the Board of Directors of the Great Indian Peninsula Railway, Dholpur State and the Paramount power. This agreement was finally sanctioned by these three powers.110

109 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Appendix - C. 110 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Clause – 19.

155 Earlier the Superintendent of the Dholpur state directed to the State Engineer through Letter Nos. 1430-20-F-02 and 220-0- dated June 25, 1903 and February 2, 1903 respectively, to prepare a plan and estimated cost for the construction of A Steam Tramway from Dholpur to Bari. The State Engineer collected data and on the basis of these data he prepared a full plan and estimated cost for proposed Steam Tramway and submitted to the Superintendent of Dholpur state.

H. B. Taylor, the Chief Engineer of the Gwalior State and J. R. Bell, the Consulting Engineer of the Railways to the British Indian Government helped him to decide gauge for the proposed line. The Indian Midland Railway surveyed the line to provide better transportation system to the Natives and also it was proposed to construct the line economically.

He estimated Rs. 5,79,770 or at the rate of Rs. 18,762 for the construction of 30.9 Kms. long line from Dholpur to Bari. This estimated cost was also included the cost of converting the existing sidings in to smaller gauge and the remaining 26.51 Kms. to be constructed as the same gauge. At present it was decided for two locomotives, open wagons to carry quarry as well as general goods and also a small number of passenger wagons.

Further it was decided that the proposed alignment would be established at right angles to the natural slopes. Such type alignment or bridging formed a fairly big part of the estimated cost. On the whole line at only one place i.e. across the Merki Naddi near Ghari Sandra, a major work was required, which would be crossed by a 5- span girder bridge of 40 feet spans. For the construction of this proposed line, one year was allocated to complete the construction work and it was decided to appoint one assistant engineer to look after the construction work between this periods.

Further he had to provide information about the present volume of the quarry traffic, grass traffic as well as early earnings of the Indian Midland Railway out agency. These figures might be taken as the minimum earning of the proposed Steam Tramway, which would be proved significant for the administrative point of view111, while the information about export from Bari was not found in these sources. At present savings from the stones traffic would be Rs. 8,794 per year, which would be

111 For traffic see Eastern Rajputana States, Railways, Part – I, File No. 43, Appendix – A.

156 attributed by the Quarry Department for the interest of the capital cost of Steam Tramway. Further he added that a new metaled road from Dholpur to Bari and repairing of the existing sidings would be required for proposed Tramway.112

Table 4.12 Real Traffic from different stations and its income between three years113 Station 1901 1902 1903 Total Average Revenue Mounds Mounds at 1/3rd pie per mound mile 1.Bari Mds. Mds. Mds. Mds. Mds. Rs. Stone. 4,760.00 17,350.00 12,820.00 34,930.00 11,643.00 384.00 Grass 5,246.00 2,313.00 1,202.00 8,579.00 2,860.00 94.00 General Rs. 1,464.00 goods traffic 2,156.00 1,836.00 5,456.00 1,818.00 1,818.00 through Bari by the Indian Midland Railway in 1897,98 and 99 2.Sandra, 28,823.00 37,202.00 51,182.00 1,16,864.00 38,954.00 744.00 Stone 3.Chandpur 1,45,154.00 2,19,258.00 2,722.00 Stone Grand Total = 5,662.00

The following table shows the estimated cost of the Light Railway line from Dholpur to Bari, had to be constructed as 2feet 6 inches gauge for the 30.9 Kms. length of line, prepared by the State Engineer:114

112 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, No. 87, 1904. 113 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Appendix – A. 114 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, General Abstract, p. 5.

157 Table 4.13 Estimated cost of Light Railway from Dholpur to Bari (30.9 kms.) S. Heads of Accounts Sub Heads, Cost in Rs. Main heads, Cost in Rs. No. Rate/ Kms Total Cost Rate/ Kms Total Cost 1. Permanent Expenses Nil. Nil. 62.14 1,920.00 A. Survey 31.06 960.00 Nil. Nil. B. Plant 15.53 480.00 Nil. Nil. C. Establishment 15.53 480.00 Nil. Nil. 2. Lands Nil. Nil. 204.43 6,317.00 3. Formation Nil. Nil. 1,077.46 33,297.00 Earth Work 1,077.46 33,297.00 Nil. Nil. 4. Bridge Works Nil. Nil. 1,522.98 47,056.00 A. Major Bridge 717.68 22,173.00 Nil. Nil. B. Minor Bridge 805.29 24,883.00 Nil. Nil. 5. Fencing, etc. Nil. Nil. 67.73 2,102.00 A. Road Crossings 61.52 1,907.00 Nil. Nil. B. Mile and Gradient 6.21 195.00 Nil. Nil. Posts 6. Ballast and Permanent Nil. Nil. 8,674.34 2,68,038.00 A. Way B. Ballast 708.98 21,914.00 Nil. Nil. Permanent Way 7,965.36 2,46,124 Nil. Nil. 7. Stations and other Nil. Nil. 1,721.81 53,209.00 A. Buildings B. Stations and Offices 473.48 14,638.00 Nil. Nil. C. Workshops and Stores 64.62 2,000.00 Nil. Nil. D. Staff Quarters 504.55 15,584.00 Nil. Nil. Station Machinery 679.16 20,987.00 Nil. Nil. 8. Plants Nil. Nil. 502.07 15,504.00 A. Construction 424.39 13,106.00 Nil. Nil. B. Station and Office 77.67 2,398.00 Nil. Nil. Furniture 9. Rolling Stock Nil. Nil. 4,268.00 1,31,884.00 A. Locomotives 1,778.36 54,947.00 Nil. Nil. B. Carriage and Wegons 2,489.83 76,937.00 Nil. Nil. 10. General Expenses Nil. Nil. 723.89 20,443.00 A. Engineering’s 515.74 15,945.00 Nil. Nil. B. Stores 54.68 1,676.00 Nil. Nil. C. Audit and Accounts 91.34 2,822.00 Nil. Nil. Total Expenses 5,79, 770.00 18,762.92

158 The Chief Engineer stated in his report that the Bari city was the second largest city in the Dholpur state. It was required better transportation system to connect with Capital city because at present time it was connected with road and that road was remaining closed three months every year, at least for two wheeled traffic. Further he added that Rs. 1,14,881 were needed to construct metaled road for 25.59 kms. except sidings.115

The main motives behind this proposed Light Railway was to save cost which would be required for repairs of the existing sidings and construction of 25.59 kms long metaled road to Bari, to provide quick and cheap transportation between Dholpur to Bari, to develop the existing quarry business, which was very important wealth for the state, generated more than Rs. 20,000 revenues every year.

It was decided to construct this line as 2 feet 6 inches gauge because it was possible to construct this line economically and also stocks were available into Government workshop to provide for this proposed railway.

The total length of line from the Centre point of the Dholpur Station yard (the Great Indian Peninsula Railway) to Bari Station was 30.9 Kms and it also comprises 2.03 kms and 2.48 kms of the Station sidings and Quarry sidings respectively or total 35.41 kms.

For the construction of 30.9 kms long Railway line from Dholpur Bari, estimated cost was Rs. 5,79,770 or Rs. 18,762.92 per Km. This estimated the cost also covered cost of both sidings. So the rate of the line was fell to the 16,374 per Km of the total length of 35.41 kms. while lands were provided free of cost for the construction of this proposed Light Railway from Dholpur to Bari.116

There were four stations located on the whole length of the line between Dholpur to Bari, which are as follows:117

115 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Report, Para. 2. 116 Ibid. 117 Eastern Rajputana States, Railway, Bharatpur, Part – I, File No. 43, Notes, Para. 6.

159 Table 4.14 List of Stations between Dholpur to Bari

Stations Distance in Description Kms Dholpur 0.00 That at Dholpur Station Stones and General Goods loaded and unloaded for others; Locomotives and Carriage Yard, watering and two sidings, Two dead ends with four dead ends in locomotives and also Carriage yard would be provided. Chandpur 9.91 At Chandpur Station one watering, one siding and one dead end would be provided. Sandra 18.36 At Sandra Station one watering, one siding and one dead end would be provided. Bari 30.90 At Bari one watering, two sidings, two dead ends and ash pit would be provided.

Finally the British Authority through “Notification No. 267” dated December 14, 1905 approved the line for its construction by the expense of Dholpur State. Now the construction work was started and finally on February 24, 1908 this line was opened for traffic.118 Further 14.48 kms long lengths of lines was constructed form Bari to Baseri and on September 15, 1913 this branch of line was opened for traffic.119 Further this line was extended from Baseri to Tantpur, a length of 12.87 and on November 16th, 1914 opened for traffic. After successful opening of this railway line the whole important ‘red sand stone’ mining region was approached and opened.120

Summary of the Dholpur Light Railway, Length and Date of Opening: From To Length in Kms Date of Opening Dholpur Bari 30.90 24-02-1908121 Bari Baseri 14.48 15-09-1913122 Baseri Tantpur 12.87 16-11-1914123

118 Pande, Ram, Railways in Rajputana,, p. 31; According to Pande, the total length of the line from Dholpur to Bari was 31.57 Kms. p. 31. 119 Administration Report on Railways in India for the year 1914-15, Vol. 1., p. 28; Pande, Ram, Railways in Rajputana, p. 31. 120 Administration Report on Railways in India for the year 1914-15, Vol. 1, p. 28. 121 Pande, Railway in Rajputana, p. 31 122 Administration Report on Railways in India for the year 1914-15, Vol. 1., p. 28; Pande, Railway in Rajputana, p. 31. 123 Administration Report on Railways in India for the year 1914-15, Vol. 1, p. 28.

160 4.2 Management of Railways in Rajputana States

After successful opening of railways in Rajputana States, now there arrived a question i.e. the management of the constructed railways. The British Authority at Rajputana and the British Indian Government successfully tried to manage the construction of railways and the smooth working of the trains from the earliest date. The British Authority created such type of system in Rajputana States which helped in working of the opened railways smoothly.

When the official year of 1873-74 was started, the Chief Engineer managed and looked after the working of the opened railway line or traffic. At that time those who was the in charge of construction work were also provided the power to arrange the locomotives, while the management of the Traffic Department was in the hands of an Assistant of the Traffic Superintendent who managed the working of the open line of the Rajputana States Railways both lines.124

Further the construction works were progressed in Rajputana States, now the ‘General Management’ had to be required for smoothly or successfully running the opened lines along with the rules for its settlement for working traffic.125

According to the Director of State Railway, in July 1874 a meeting was organized at Delhi to find out the solution to create a systemic organization for its establishment which proved more fruitful to this new establishment in Rajputana States. In August 1874 the office of the Director was sifted to Agra. Now an ‘Assistant Director’ was appointed to control the opened lines. By the end of this year he looked after its management. On the other hands the Chief controlled the maintenance of the line which fell under the Engineering Department.

At the initial level drivers for the Locomotive Department were employed from Britain, who was sent by the Secretary of State for India. But when the railway lines were extended in more Rajputana territories, more drivers were required for Locomotive Department. Now the British Indian Government recruited drivers from

124 The Rajputana State Railways were consisted of two lines. First line was started from Agra and reached firstly up to Ajmer and later extended up to Nasirabad via Bhurapore, Bandikui and Jaipur. This line was called as Agra District and second line was started from Delhi to Bandikui via Rewari and Alwar, called as Delhi District. At Bandikui both lines were meeting with a Junction point. See, Rajputana State Railway (open line), Progress Report for the Year 1874-75, p. 1. 125 Rajputana State Railway (open line), Progress Report for the Year 1874-75, p. 1.

161 India. Those drivers were employed earlier in India; they were promoted as ‘Foreman’. The Indian drivers were not experienced like British one but there was not any type of hurdles or dispute came in vague with the natives in the railway limits and railways were worked without failing.126

The British Authority at Rajputana States appointed local habitants in very low number in railways employments for the manipulation of railway rolling stocks and also drivers for engines especially in yards. After time being these drivers were became experienced. Because at that time there was not any workshop constructed for new stock and the Traffic Officer was also not experienced and still he was under training process.

On the other hand for the Traffic Department mostly the natives were employed, while at the big Stations both Europeans and the Natives Station Masters were appointed. At that time it was very difficult to get experienced natives peoples for the services of railways as earlier they were not worked with the ‘Guaranteed Railways.’

Those Natives who were awarded certificate from the Telegraphy School for his Excellency in telegraphy were appointed as Station Masters. These Native Station Masters were especially needed to communicate with ‘Telegraphy’. For the Telegraphy School mostly new generation men were appointed as servants on the temporary basis but whenever they were certified that they were experienced one then they were appointed as Clerks and Assistant Station Master at any Station on the Rajputana State Railways lines on the permanent basis.

There were large number of candidates available for the working with railway and they knew English but not very well, but for the working with railway it was very required to experience in the supervision for the Traffic Superintendent and the Controller of Accounts, who were audit the line.

By the end of 1874 the Police and Medical Departments were established to provide safety to the travelers and traders as well and medical facilities respectively.127 The Revenue Accounts were existed on the Guaranteed Railways

126 Ibid. p. 2. 127 Ibid.

162 lines. Now the British Indian Government passed an order to established similar Revenue Accounts for State Railways for the end of the every half year of the Calendar year.128

For the management of Rajputana State Railway Major Dowden was given the charge of the management of Rajputana State Railway for the year of 1878-79. The British Authority at Rajputana took every necessary step to manage smoothly the working of the railways which was running through Rajputana States.

For the working of the various engines, a thorough survey was done for the whole year for its considerations only. Further the statically data of the locomotives and traffic expended revenue stores as well as castor oil were compiled to produce before head of the department with its cost to easily get its approval. It was also tried to make Executive Department more effective by removing exhausting works of accounts and payments without weakening to the working economy.

The main motive behind the Management Department was to create or get the service of loyal and bright servants on low salaries permanently for the railways employment. But the British Indian Government also granted high salaries whenever it was needed, even they allowed to employ the locomotives staffs, who were proved helpful for the working of the system.

The British Government provided many facilities to these staffs besides salaries to get their services for the railways. British Government constructed schools to provide educations to staffs children’s, water supply, gardens and staffs quarters as well as other institutions etc. and also by the end of 1878-79 training institution was constructed to provide training facilities to railway staffs.129

By the end of 1878 near about 45% of extra rolling stocks were supplied by the Punjab Southern Railway, Indus Valley Railway and other engines to the Rajputana State Railway lines, while most of the budgets of locomotives engines were invested on the Ajmer Workshops and the Agra Fort Station.

Between the years of 1880-82 the single line traffic was developed and to be run highest limit of 15 trains daily each side and moved the vehicles or bogies per

128 Ibid p. 3. 129 Administration Report of the Rajputana State Railway (open line) for the year 1878-79, p. 1.

163 mile like East Indian Railway provides. It was estimated that it would be possible raising funds by 16%, then the limit to be increased by 50% in to the number rolling stocks and works mentioned above.

At that time a significance development took place i.e. the creation of the post of ‘District Traffic Officers’ to replace the Inspectors and appointed them to run the department more effective by the Traffic Department. Now the railway staffs working were improved and resentment against them reached before the Manager in less number. The British Authority was provided more accommodations to them to further develop their conditions.

Now the construction of workshop at Ajmer was completed and the Locomotive Department was sifted from Agra to Ajmer. At Rajasthan the water quality was not good for the Rajputana State Railway and it created hurdle to the working and maintaining of the railway engines.

Earlier in March 1878 in the matter of opened line, the Director of the Construction of the railways was appointed to look after the management but he communicated with the Consulting Engineer of the British Indian Government for the Guaranteed Railway lines, at Calcutta and demanded that powers like Agent of the Guaranteed railway line would be granted to the Manager at Rajputana States because whenever raised any type of urgent question or matter and needed suggestions from British Indian Government, had to be directly communicated with the them.

Finally on May 7, 1879 the British Indian Government accepted his demands and gave him powers to directly communicate with Government on any urgent matter like the guaranteed line Agents works.

At Bandikui a small workshop was needed, because whenever an Assistant Locomotive Superintendent would be appointed, he had to be control the department on the line easily.130 The management of railways in Rajputana States was given full support from the entire departments and its branches. At present limited rolling stocks was available for newly constructed line and due to the better management the traffic were increased in Rajputana States.131

130 Administration Report of the Rajputana State Railway (open line) for the year 1878-79, p. 2. 131 Ibid, p. 3.

164 On February 22, 1879 the Locomotive, Carriage and Wagon Department was finally transferred from Agra to Ajmer to provide better facilities to the Rajputana State Railway lines.132

To provide securities to traders and travelers already police department was established in Rajputana States by the end of 1874.133 In January 1878 it was noted that to provide securities throughout railway limit, the Police Department consisted of Inspector, Sub – Inspector, Head – Constable, Constable, Permanent and Temporary Chowkidars and European Sergeants.

At Beawar Station it was noted to required Station Police, here one Head and four Constables along with four Chawkidars were also required.134 In 1877 due to the more complaint against bags stolen from the railway bogies especially between Bichpuri and Bharatpur railway line, a Sub – Inspector and two Constables were employed to provide security to the travelers and traders as well. Even in Bharatpur three robbery cases were reported when robbers were attacked upon the gateman and gangman and looted the railway treasury.

Not only bags stolen and robbery took place in railway limits but also cases of tempering with railway line were also reported near Doss Railway Station and near Rajgarh Railway Station. At both lines a chain and three stones were found respectively. In Doss case the railway police successfully arrested the man who committed the unlawful work with railway line. He was the resident of Jaipur State hence the Political Agent of Jaipur State granted him two year imprisonment.135

The Store at Ajmer was received all the stocks imported from Britain, Calcutta and the local market and also to keep up the materials as well as supplied to the all respective departments of the Sindh as well as to the Rajputana State Railway lines. At Bandikui a new store had constructed, which came under the ‘Store Mohurri’ at

132 Ibid., p. 9. 133 Rajputana State Railway (open line), Progress Report for the Year 1874-75, p. 2. 134 Administration Report of the Rajputana State Railway (open line), for the Year 1878-79, p. 10. 135 According to terms and conditions on which lands were surrendered by all the Rajputana States, one of its clauses of that agreement was signed between British Indian Government and all these Rajputana States that these States surrendered their sovereign rights to the British Indian Government. In such condition any offender committed any unlawful activities within railway limit and belongs to those State, the Political Agent of the State was liable to punished him for that unlawful activities according to the laws.

165 Delhi and also a Chawkidar was employed to assist him, while for the Ajmer Store a Chief Store Keeper, Sub – Store Keeper and Store Mohurrir were employed.136

When the construction of railways were started in Jodhpur territories from Marwar to Pali, D. Joscelyne, then the Executive Engineer of the Nasirabad Public Works Department was given the charge of Executive Engineer of Jodhpur State Railway. But on April 20, 1882 Walter Home was appointed as the Manager of Jodhpur State Railway in place of D. Joseclyne and he was remained as the Manager of Jodhpur State Railway till October 4, 1906. By 1906 about 1,326 Kms length of railway lines were managed under Jodhpur Bikaner Railway137 not in Jodhpur and Bikaner territories but also in Bombay Province (Sind). The Jodhpur State Railway and Jodhpur Bikaner Railway were successfully managed on the healthy economic policy. When the railway line opened for traffic it generated 4.5% return on capital outlay to the State and further this return was successfully continued year by year and it benefited the State as the whole.

Walter Home and his Assistant successfully managed the working of the railways and its subjects but in 1889 the Jodhpur Bikaner Railway came in to existence, and Gabbett was appointed as the in charge of the construction of railways of the Jodhpur Bikaner Railway System. Now he became the third important officer after Walter Home and his Assistant.

Further in 1896, A. E. Jenkins the Chief Foreman of the Jodhpur Bikaner Railway was appointed as the Superintendent of the Locomotives and Carriage Department and also the management of the Locomotive Sheds and Carriage Depots and Stores Department as well as the employed railway servants were came under his management. He worked as the Chief Foremen for two years and for remained 23 years as the Superintendent of the Locomotive and Carriage Department.

In 1901 a new development was introduced in Jodhpur Bikaner Railway i.e. the establishment of the Audit Department and G. B. Goyder was appointed as the first Auditor of this department and also Chotmull Rawat was appointed as his

136 Administration Report of the Rajputana State Railway (open line), for the Year 1878-79, p. 11. 137 Jodhpur Bikaner Railway was came into existence in 1889, when the Jodhpur and the Bikaner State signed a mutual agreement to start the construction of railway into both the State territories by mutual understanding and to be financed by both States in their respective territories, cf., Administration Report on Railways in India, for the year 1913-14, p. 178.

166 Assistant. Earlier the audit accounts were under the Bombay Baroda and Central Indian Railway Company and managements were controlled from its office at Ajmer.

In 1880 Chotmull Rawat was firstly appointed as the clerk on Jodhpur State Railway by D. Joscelyn and in 1901 he was appointed as the Assistant Auditor. Now he became the first Indian who got the officer grade post on Jodhpur Bikaner Railway

Till 1900 the management of the Jodhpur Bikaner Railway System came under one district management system but at that time the Sind line also came under Jodhpur Bikaner Railway Management. Now it added about 1,038.92 Kms into Jodhpur Bikaner Railway. Now for the better Management, the Jodhpur Bikaner Railway was divided into three districts, as follow:

A. First the Eastern District which consisted of the Bikaner section only and had to be controlled from Bikaner. B. Second the Western District which consisted of the British sections, Sind lines as well as its connecting lines with Jodhpur and Marwar. C. And third the Central District which consisted of remaining lines out of first and second districts lines.

Both western and central districts lines were controlled from Jodhpur. There were three Managers appointed for these three districts to manage respective districts General as well as Traffic Department separately. While the Superintendent of the Locomotives and Carriage Department at Jodhpur was remained common for these three districts respectively and similarly138 a common Auditor was appointed for these three districts respectively. The Manager of the Jodhpur Bikaner Railway system was the highest authority on Jodhpur Bikaner Railway System while his Assistant got the power to manage stores those founded on Jodhpur Bikaner Railway lines as the whole.139

138 Bhandari, Jodhpur Railway, p. 47. 139 Ibid., p. 48.

167 Chapter 5 Impact of Railway Construction in Rajasthan till 1914 A.D. Chapter-5

IMPACT OF THE RAILWAYS CONSTRUCTION IN RAJPUTANA STATES TILL 1914 A.D.

The impact of railways on the Economic as well as on the Political and Social life of Indian masses had great significance. According to the British Imperialist opinions, the Railway Construction had been proved beneficial for the Indian Masses.1 After the successful opening of the first railway in India, the British Indian Government favored the further development of railways in India with the assertion that “railway would help eradicate poverty and famine.”2

In 1884 the Parliamentary Select Committee proposed to more construction of railways in India and mentioned that the railway would be proved savior during famines, would increase internal as well as external trade, to open productive areas as well as coal rich regions. In broad sense the railway would enhance the economic prosperity of the Indian masses.3

The Viceroy of India Lord Elgin stated in 1896 that the building of railway was “the method by which we can materially improve the condition of the vast population dependent upon agriculture most surely and most steadily”; further he added that “the great railway system of India” would be considered as “an all powerful agent in the promotion of the material and social advancement and political tranquility of the people.”4

The Indian intellectuals were also having different opinions towards the construction of railways in India and its impact. They became critique about the railway construction in India. They were aware about the benefits of the railways which were being brought by railways, such as rapid means of transportation on low rates, to bring the masses more nearer, opened up new mart for the commercial purposes, to foster internal as well as external trade and commerce, to decreased the bad effect of the famine, to encourage the harvest of food grains and also railways

1 Chandra, Bipin, The Rise and Growth of Economic Nationalism in India: Economic Policies of Indian national Leadership, 1880-1905, Peoples Publishing House, New Delhi, 1966, Reprint 1969, p. 178; Bell, pp. 244-45. 2 Chandra, the Rise and Growth, p. 178. 3 Sanyal, p. 146; Chandra, The Rise and Growth, p. 178. 4 Chandra, The Rise and Growth, p. 179.

168 helped in the establishment of engineering factories and workshops. In broad sense railways would help to increase the domain of factories. But when they examined5 the advantages of the railway in India, they came on the conclusion that the construction of railways proved adverse economically though through the above mentions benefits of railway, Indian were benefited little bit by these railways.6

5.1 Economic Impact of Railway Construction in Rajputana States

A perusal of evidences and sources it proves that the constructions of railways in Rajputana States were started by the British India Government to full fill their Economic as well as Political interest. To meet their personal interest they firstly planned to connect the internal parts of the Rajputana States with the important ports of India, such as Bombay, Calcutta and Madras as well.7

By 1870 the process of drain of wealth had not been started from these Rajputana States while during this period the British Indian Provinces were drained by British Indian Government. During this period these Rajput States were offered yearly tribute to the British Authority which was virtually an ‘unrequited’ to Britain however these majority of the Rajputana States and their subjects were ‘well – contented and prosperous’.

The British Colonial Power compelled these Rajputana States to make accessible their resources to raise ‘trade and commerce’ which would fill up the interest of the British Colonial Power. To fill up their Economic interest the British Authority directed these Rajputana States to improved transport system of their respective States and also takes measures to change ‘self-sufficient rural economy based on barter system’. Definitely the British Authority tried to create such type of basic facilities which would boost trade and commerce and furnish these States to manufactured goods which would help in trade and commerce. It would be only possible after the development of the mode of transportation. Hence all the Rajputana States were directed to developed their mode of transportations8

5 Ibid. 6 Ibid., p. 180. 7 Jain, Rajasthan Through, Vol. III, p. 308. 8 Ibid., p. 304.

169 To fulfill their aims, the British Authority proposed certain terms and conditions to these Rajputana States and ordered them to accept these terms and conditions and grant concessions which would be helped for the construction of railways in their respective States.9 These directives of the British policies proved eminent after 1860 and after some decades, the economic conditions of these States and their subjects were found deteriorating.10

In the absence of Sources and Statistical data about the trade and commerce over the years of these Rajputana Princely States, to analyze the Impact of Railway Construction in these States, the indirect evidences and sources have to be taken into consideration. On the basis of the evidences these States were subjected to the following economic impact.

5.1.1 Revenue loss to the State

The construction of railways proved a big economic loss to the Rajput State. Before construction of railway in these Rajputana States the British Authority proposed definite but similar terms and conditions which would be necessary to accept these terms and conditions by all the Rajputana States which would help in the construction of railways in Rajputana States.11

As for the terms and conditions,12 all the respective Rajputana States, firstly accepted to surrender required lands free of cost for railway purposes. Now these States not only surrendered lands free of cost to the Railway Company for the construction of railway but also pay compensations to the lands owners for their loss of property from their own treasury. The individual States also permanently lost their lands in the name of the construction of railway.

Secondly all these Rajputana States were permanently surrendered their rights to collect transit duties as well as other duties on goods which would be passed through these States by railway without breaking bulk.13 It mean that Rajputana States

9 Rajputana. Agency Office, Railway, File No. 126-I, Serial No. 24, p. 63. 10 Jain, Rajasthan through, Vol. III, p. 305. 11 Rajputana. Agency Office, Railway, File No. 126-I, Serial No. 24, p. 63. 12 Rajputana. Agency Office, Railway, File No. 126-I, Enclosure to Serial No. 24, p. 63. 13 Rajputana. Agency Office, Railway, File No. 126-I, for details see Khureta related to the respective States; According to Jain, M. S., Rajasthan through, Vol. III, second largest income of these Rajputana states were came from transit Duties after land revenue. Hence by accepting terms and conditions these Rajputana States were lost their second largest source of income, cf. p. 315.

170 had not to get any revenue benefits from railway in the form of Earlier on November 10, 1864 the Political Agent of Jaipur asked to the Jaipur State to provide nearly exact return of the whole of the traffic, including that which passed through the petty Sates.14 On the demand of the British Authority, Jaipur State provided following data. Following table prepared on the basis of source, showed the five revenues (last up to 1864) of the Jaipur State which had been came from taxes imposed on imports, exports as well as from traffics:15

Table 5.1

Table showing collection of Revenue by Jaipur State

S. Details of Aggregate amount Average traffic for Total revenue Average No. traffic of traffic during 1 year during past 5 revenue for 1 past 5 years years year 1. Through Mds. sr. ch. Mds. sr. ch. R. a. p. R. a. p. traffic 192,650 31 05 38,530 06 04 87,274 02 00 17,454 13 03 2. Imports 1,328,396 19 1 ½ 265,679 11 13 4,74,153 10 09 94,830 11 09 (Breaking bulk in territory) 3. Exports 3,210,778 19 07 642,155 27 12 2,70,100 04 06 54,020 01 00 Grand Total 4,731,825 29 13 ½ 9,46,365 05 13 8,31,528 01 03 1,66,305 10 00

The above table clearly indicated that through traffic and export the State earned about Rs. 17,454 and Rs. 54,020 respectively or Rs. 71,474 every year, which were not breaking the bulk within the State territory while through import the State collected about Rs. 94,830 every year, which were breaking the bulk.

When Jaipur State surrendered their transit duty rights on goods, they permanently lost their source of income as mentioned in above table. Besides Jaipur this method also applied on all the respective Rajputana States. All the Rajputana States lost their which they gained earlier through transit duties.16

14 Rajputana. Agency Office, Railway, File No. 126-I, Serial No. 20, Camp Mowah, November 10, 1864, p. 53. 15 Rajputana. Agency Office, Railway, File No. 126-I, Enclosure to Serial No. 20, Enclosure to Letter No. 100-55G, p. 53. 16 Rajputana. Agency Office, Railway, File No. 126-I, for details see Khureetas or acceptance letters from respective Rajputana States related to these Rajputana States.

171 Most of Rajput States collected revenue from Customs Duties was ranked after lands revenue. For the 1865-67 the Udaipur and Kota State respectively collected about 16% of total revenue from these taxes. In the it was calculated as about 22% for the year in 1867-68, in Jodhpur State for the year in 1869-70 both Salt and Customs Duties added 40% of the total income of the State. Similarly in Bikaner and Bharatpur States income from Custom Duties calculated as 25% of total revenue for the year in 1867-68 and in Dungarpur and Banswara States it added about 25% in 1868-69. At the same time the British Authority directed to their Officers posted at all Rajputana States to prepared a list of taxes imposed by respective Rajputana States on export, import, transit, mapa, etc.17 According to the Political Agent of Udaipur (Marwar), between Kherwara and Udaipur about at twelve places Bolaee18 were imposed by the State in addition to the toll tax.19 Now these Rajputana States were surrendered their right on transit duties one by one. In 1868 the Jaipur State nullified their rights on these taxes on food grains. Similarly Kota State too left these taxes in same year. Later Udaipur (Mewar) State cancelled taxes on all type of goods. After time being Jaipur State left taxes on all type of goods for a branch line of Rajputana Malwa Railway but on opium the State remain collected taxes. Later Jaipur State lifted surrendered on these taxes on all goods used with in the State territory to recover the deficit of turn over. In July 1884 the Bharatpur State also left these taxes on goods. After time being it became usual in Rajputana States; now all goods were became more expensive in these States. Later in 1887, Maharaja Fateh Singh lifted all taxes on the occasions of Golden Jubilee Ceremonies of Queen Victoria accession. On the other hands the British Authority suggested to the Jodhpur State to introduce a uniform tax in place of various taxes. Now Jodhpur State introduced a uniform tax, which had to be imposed at the time whenever goods entered in State territories. But it proved unfavorable for trade and commerce as the goods became more expensive. After 1879 all Rajputana States were surrendered their right of taxes on salt along with revenue from production of salt.20

But after the construction of railways in these Rajputana States goods were now easily passed from one State to other States without paying transit duties on these

17 Jain, Rajasthan through, Vol. III., p. 315. 18 Bolaee was one of tax imposed by the States upon goods. 19 Jain, Rajasthan through, Vol. III., p. 317. 20 Jain, Rajasthan through ages, Vol. III., p. 318.

172 goods.21 All the respective Rajputana States were surrendered their Jurisdiction rights on ceded lands for railway to the British Indian Government.22 Hence these Rajputana States were lost their right to tax the goods in transit both of Indian as well as British. After the construction of railways goods were entered in Rajputana States from all sides and now it had not possible to collect toll taxes on goods when it entered.23

5.1.2 Increased the volume of Trade and Commerce

Before the construction of railways in Rajputana States, goods were carried by Camels and Bullocks Carts. These systems of mode of communication were continued to follow since Ancient times.24 In Rajputana States the native rulers had not given their much attention to introduce the new mode of transportation i.e. to construct ‘metaled road’, during the Eighteenth Century. At that time the roads were mainly unmetalled on dried lands surfaces which were consisted from many turns. In some places roads were wide. Here the wheeled carts were comfortably stirs while in some places these roads were slender strips. During the rainy season these lands surfaces roads were not favorable for transportation. In the western part of Rajputana states the rate of the rain fall was very less; hence goods were carried by Camels in larger areas while in wet lands areas of south eastern parts of Rajputana goods were carried by oxen and foals.25 On this landed surface trade route were also not entirely free from risk and danger. There was always possibility of plunder. Near these trade routes many tribes were resides like Bhils, Kolis, Mers etc, who were always danger to traders. Even the native Jagirdars were some time became danger to these traders. They captured their goods when these traders passed through their possessions.26 In these Rajputana States the Marathas and Pindaries were also always determined as the danger to these Caravans.27 But after the construction of railways in these Rajputana States the volume of trade increased in large extend. In comparison to the roads, railways routes were safer for trade and commerce as well as easier in transportation

21 Ibid., p. 317. 22 Rajputana. Agency Office, Railway, File No. 126-I, See, Khureetas or acceptance letters from respective Rajputana States related to respective Rajputana States. 23 Jain, Rajasthan through ages, Vol. III., p. 317. 24 Rajasthan Districts Gazetteers, Ajmer, p. 331. 25 Gupta, B. L., Trade and Commerce in Rajasthan during the 18th Century, Jaipur Publishing House, Jaipur, 1987, p. 129. 26 Ibid, p. 137. 27 Ibid, p. 138.

173 of goods from one place to another.28 Now in these States goods were mostly carried by trains in bulk. According to the Rajputana Gazetteers, Vol. 111-B, the Western Rajputana States Residency and the Bikaner Agency, Statistical Table in Jodhpur and Bikaner States; goods carried in tons by Jodhpur Bikaner Railways in 1891, 1901, 1905, 1906 and 1907, are as follows:

Table 5.2

Goods carried by Jodhpur Bikaner Railway (Jodhpur Section)29

Description 1891 1901 1905 1906 1907 Goods 3,96,271.00 1,80,490.00 2,02,510.00 2,39,765.00 2,21,183.00 carried in tones

A perusal of table indicates that from 1891 to 1907, quantum of goods carried was very significant.

Table 5.3

Goods carried by Jodhpur Bikaner Railway (Bikaner Section)30

Description 1891 1901 1905 1906 1907 Goods carried 28,111.00 79,808.00 1,41,075.00 1,68,852.00 1,52,053.00 in tons

A perusal of table indicates that from 1891 to 1907, quantum of goods carried was increased by 541 percent.

In Ajmer Merwara goods was carried in bulk by these railways. In these two districts the goods transported by trains through the Stations fall under Ajmer Merwara was calculated as about 34,608 tons in 1887 while in 1886 it was about 34,088 tons, out of these from Ajmer itself about 4,405 tons of goods were out words by trains against 2,890 tons last year, from Beawar 17,184 tons in comparison to

28 Jain, Rajasthan through the ages, Vol. 111, p. 314. 29 Erskine, K. D., Rajputana Gazetteers, Vol. III, the Western Rajputana States Residency and the Bikaner Agency, Statistical Table, the Pioneer Press, Allahabad, 1908, p. 34. 30 Erskine, K. D., Rajputana Gazetteers, Vol. III, the Western Rajputana States, p. 93.

174 17,173, from Nasirabad 9,766 in comparison to 11,934 and through other Stations in the same districts goods were passed amounted to 3,193 in comparison to 2,091 last year.31

Later the number of goods carried by trains slightly increased in to Ajmer Merwara. During 1891-92 the numbers of goods carried by trains were 40,658 tons versus 33,475 tons last year. Out of the total number about 4,525 tons of goods out words from Ajmer itself vrsus 2,520 tons last year. Similarly in Beawar State 20,448 in comparisons to 18,448 tons; in Nasirabad 13,657 against 10,874 tons and about 2,028 against 1,593 from other Stations in the Ajmer Merwara.32

According to statistics for the years from 1902 to 1907, the trade and commerce in Rajputana States and Central India grows up by 31%. Following table explains the development of trade and commerce in these regions:33

Table 5.4

Development of Trade and Commerce in Rajputana and Central India

Rajputana 1902-03 1903-04 1904-05 1905-06 1906-07 and Central India Imports of 1,25,30,225 97,61,265 1,00,28,221 1,64,61,659 1,65,82,361 goods Exports of 95,00,879 1,10,65,183 1,37,49,204 1,22,51,514 13,27,462 goods

5.1.3 Increased Imports of goods in Rajputana States

Above mentioned data related to Rajputana and Central India indicates that imports of goods grew up in large scale. During 18th and 19th century the cotton product of Rajputana states were popular but now it was vanished. It was now decreased from 1385.44 tons to 893.82 tons, while during this period the British made goods were grew up in large scale in to Rajputana States. Now it grew up from

31 Administration Report of the Ajmer Merwara Districts, 1888-89, The Superintendent of Government of India, Calcutta, 1890, Rajasthan State Archive, Bikaner, p. 23. 32 Administration Report of Ajmer – Merwara, 1891-92, Superintendent of Government of Printing, India, Calcutta 1893, Rajasthan State Archive, Bikaner, p. 39. 33 Pande, Ram, Railways in Rajputana, p. 43.

175 1389.92 tons to 8335.26 tons. This import was not only from Britain but also from British Indian Provinces.34

During Administrative year of 1888-89 in Ajmer Merwara districts the important goods imported in tons to Ajmer and Beawar Stations as well as exported from both Stations through trains have been tabulated. The following table proves that imports of goods were increased in large scale. These quantities of goods were also associated to the other small stations35 in the city have mixed up with other stations, which was not part of Ajmer Merwara.36

Table 5.5

Propositions of Import and Export to Ajmer and Beawar

Goods Ajmer Beawar Imported in Exported in Imported in Exported in Tons Tons Tons Tons Cotton Pressed Nil. Nil Nil 100.00% Cotton 42.86% 56.14% 59.74 40.26 Unpressed Grain and 95.82% 04.18% 78.96% 21.04% Wheat Metal 57.86% 42.14% 72.53% 27.47% Piece Goods 86.06% 14.94% 70.73% 29.27% Salt 99.63% 00.37% 99.64% 00.36% Seeds 86.06% 13.94% 35.21% 64.79% Sugar and Jagri 97.16% 02.84% 80.17% 19.83% Total 94.53% 05.47% 74.66% 25.34%

In Ajmer about 14,430 tons or 94.53% of goods were imported while only 835 tons or 5.47% of goods were exported during 1888-89. While in Beawar about 19,066 tons or 74.66% of goods were imported while 6,470 tons or 25.34% of goods were exported outside these places respectively during administration year of 1888-89.37

34 Ibid. 35 Administration Report of the Ajmer and Merwar District, 1888-89, p. 23. 36 Ibid., p. 24. 37 Ibid.

176 During this period not only import of goods were increased in these Rajputana States but also cattle’s were also brought in to these States from other parts of India. Besides, other goods imported in Rajputana States were consisted of Cadillac, raw cotton, raw wool, saltpeter, indigo and hides and skins.38

Now the imports of Sugar and Gur were increased into Rajputana in huge quantity, which was carried from Agra, Bareilly, Hathras, Kanpur, Meerut and other districts of United Province. At that time the alien Chemical Substance was imported into Rajputana States which was caused into the fall of export of opium. Even by 1874 paper was the item of export from Rajputana to other Provinces but now it was starting to bring paper into Rajputana States from other parts of India. At that time utensils which were made from brass produced in Muradabad district of United Province became very famous in Rajputana States. Hence this product was imported in large quantity.39

5.1.4 Disappearing Industries

After the development of the means of communication especially the construction of railways in Rajputana States, the economic lives of subjects were changed. By 1881 in these Rajputana States about 965.6 kms of railways line were constructed, which were passing through Abu Road to Bandikui, Delhi and Agra along with a subsidiary line between Ajmer and Rutlam. The railway lines were bisected in the most parts of Rajputana territories. Earlier in these states Camels were the main mean of transportation. Camels were used to traveling and carrying goods in Jodhpur, Bikaner, Udaipur, Kota, etc.

Northern parts of Rajputana consisted of sands, where wheeled vehicles were not used for transportation. In these deficit regions food grains were imported while their day to day required goods such as cloths, utensils, arms, etc. were produced in local levels.

After the construction of railways in Rajputana States the entire house hold industries were disappeared. After the development of quick mean of transportation the house hold woven cloths were replaced by factory made textiles. In the same ways

38 Pande, Ram, Railways in Rajputana, p. 43. 39 Ibid., p. 44.

177 others cottage industries and local industries were destroyed by low priced goods manufactured in big factories. Here are the lists of local industries that were existed earlier in these States but now they started to decay and disappeared completely:40

i. Fly whisks and ivory fans as well as sandalwood industries in Bharatpur State. ii. Bikaner: it was famous for woolen fabrics, Carpets and leather craft industries. iii. Jaipur: dyed and stamped cotton cloths, gold decorated elements, fur carpets or mat, varnish works. iv. Kota: muslin, silver tabled elements, fancy stitching hooks for Elephants and horses, decorate on ivory. v. Marwar: weaving, brass and ivory works, toys which was made from marble and varnish, grasp wig, pillion and leash, Camels hooks and grind stones. vi. Mewar: swards, side arms, cotton cloths printed on gold and silver as well as leather jars. vii. Pratabgarh: metal fretwork on glass. viii. Shahpura: weaving and branding. ix. Sirahi: swards, side arms, clippers and lancet and obeisance. x. Tonk: cotton weaving, grasp wig, pillion and leash made form textiles, operatic equipment and casing for pen from timber and decorate on ivory. In a replay to the Authority, all the respective Rajputana States were informed about the current status of the particular industries. Here summery of the preview of their notes on industries, as follow:41

Weaving Industries: Reza or handmade cotton interfold were quiet present in utmost regions of the Rajputana States but now factory made textiles replace these handmade cloths except in far out regions like Jaisalmer. At present time Tonk was still famous for good element of textiles but it produced for native use only it was deliberately die out and not in condition to compete with alien textiles.

40 Lieut. Colonel., Cole, B. L., Census of India, Vol. XXVII., Rajputana Agency, Report and Tables, Saraswati Press, Meerut, 1932, Appendix, p. 94. 41 Census of India, 1931, Vol. XXVII., p. 94.

178 In Kota Chaukhana and Doria weaving were also turn down because now alien textiles replaced it. Earlier Kota state was known for exporter of this commodity to the other part of India. Even the wool weaving and the manufacture of woolen blankets industries which were profitable industries earlier in Marwar, Bikaner and Jaipur States respectively, now factory made such type of blankets replaced it.

Goat and Camel: bags and sack formed from goat and camel hairs quiet manufactured in the villages of Jaisalmer and Marwar. Earlier it was familiar to lugged good grains on camel but now it was disappearing because for time being the factory made fabric bags replaced it. In Marwar carpets were made from camel hairs42 but now cotton made carpets easily accessible at low rate. This old famous industries disappeared after time being.

Dyeing and Calico Printing through symbol or imprint on cloths industries were quiet famous in Rajputana States of Shahpura Agency, Sanganer (Jaipur), Pipar (Marwar) were famous, especially Sanganer was known for its muslin and cotton imprint. It was true that this famous known and valuable industry lost its fortune after the coming of low priced alien substitute. Earlier in European Countries Shahpuras finished goods like chair covers and curtains were famous and common. Even Dyed and imprinted textiles were exported there. These items were used for floors and women skirts, after time being factories manufactured such type of items replaced it. In Jaipur, Jodhpur and Kota states another type of industries were known i.e., tying and shading on silk and cotton once very common.

Leather Industry: utensil or container made from camels hide once exported to the other parts from Bikaner. But now it was quite confined in native State, even leather Jar of Mewar replaced by foreign metallic crafts and this industry were also ruined after time being.

Saddle: earlier making of seats, which was used to sit on horses, once a successful and healthy industry in Mewar but this industry was too disappearing because presently it faces contest from outside product and also after the development of means of communication horse was not used as means of communication which caused the down fall of this industry. In Kota multiply hook was manufacture but this industry was too disappeared.

42 Ibid.

179 Arms: in Rajputana States the making of swards, daggers, spears, knives etc. were a healthy industry. James Todd mentioned in his annals that the “sward blades of Sirohi are as famed among the Rajput as those of Damascus among the Persians and Turks.” But now the coming of new guns and foreign contest the making of such type arms industry was disappeared in Rajputana States.43

5.1.6 Creation of new mode of employments

When the construction of railways was started in Rajputana States new mode of employments were started. Where ever the construction of railways line carried out the native peoples were employed as laborers at construction site. Even some native people employed as petty contractor to easily gathers natives peoples at the construction site.44

Some local peoples were employed in rolling and stock department to manipulate it as well as drivers for locomotive engines. The native peoples were also recruited in large number in Traffic Department, some of them recruited at big Stations as Station Masters. The Native peoples were also recruited in Telegraphy Schools as attendant firstly on temporary basis but whenever they certified as trained one than appointed as clerks and Assistant Station Masters.45

Even these railways provided some opportunity to earn for livelihood during drought period. During drought period the construction of railways recruited native peoples as laborers under the name of drought relief champ and continued the construction work by their help. In 1899 severe drought was prevail in Bikaner. At that time large numbers of natives were recruited as labors for the construction of railway line between Bikaner and Bhatinda.46

5.2 Political and Social Impact of Railways Construction in Rajasthan

The construction of railway in Rajputana States not only changed the economic condition of Rajput States but it also proved very significant in the Political

43 Census of India, 1931, Vol. XXVII., p. 95. 44 Bhandari, Jodhpur Railway, p. 13. 45 Rajputana State Railway, Open line, Progress Report for the year 1874-75, p. 1. 46 Imperial Gazetteers, Rajputana, Haraoti and Tonk Agency, p. 140.

180 as well as Social life. After the construction of railways in respective Rajputana States, these Railways had revolutionary impact on the Political and Social life and condition of Rajputana States and their subjects.

I

The Political Impact of the railways in Rajputana States was very significant. By 1818 most of the Rajputana States were signed a friendly Subsidiary treaty with the British East India Company. By signing such type of treaty these Rajputana States accepted to allow to stationed a Political Agent in their respective State.47

Before the commencement of the construction of railways in Rajputana States, the British Indian Government proposed some terms and condition, which was required to accept proposed terms for the construction of railways in Rajputana States. According to one of such terms British Indian Government asked these States to surrender required lands for railways free of cost. The British Indian Government further included another clause to surrender full Jurisdiction and Sovereign rights on such sided lands.48 By 1867 the majority of the Rajputana States accepted these terms and conditions proposed by British Indian Government.49 By accepting such terms and conditions, these Rajputana States lost their Sovereign as well as Jurisdiction Rights on ceded lands for the construction of railways.

On the question of refugees, the Agent to the Governor General for Rajputana Stated informed that the refugees which were “guilty of heinous offences” would be handed to the respective State, but it was not cleared weather civil or criminal offenders, who committed such crimes and sheltered within railway limits to safeguard him from respective State law and order.50 On March 29, 1866 W. Muir, the Secretary to the Government of India, Foreign Department emphasized to the Agent to the Governor General for Rajputana States that the refugees who committed

47 Atichson, for details see the treaty signed between Rajputana States and the British East India Company between 1802 to 1818. 48 Rajputana. Agency Office, Railway, File No. 126-I, Enclosure to Serial No. 24, No. 721, March 24, 1865, p. 63. 49 Rajputana. Agency Office, Railway, File No. 126-I, Khureeta related to the respective State issued in different date and year. 50 Rajputana. Agency Office, Railway, File No. 126-I, Enclosure to Serial No. 56, No. 237, February 1866, p. 129.

181 heinous crimes would be handed to the respective States.51 He further informed that the British Indian Government would return petty offenders who were taking salter with in railway limits, no less than offender responsible for heinous offences. He clearly stated that the British Authority would be responsible for those escapees who were arrested in real sense within railway limits.52

From Colonial point of view it was much required to the development of speedy mode of transportation in India to strengthen their position Politically as well as Military point of view.53 At that time in a newspaper, it was published in India about railways that “where it takes three months now, it will take only as many days, to bring distant consignments to market, and the same Capital, consequently, which at present can be returned only three or four times a year, may be returned, probably twenty. A railroad will operate in the same manner, increasing the effective strength of54 the army, by saving the time employed in marches.”55 The railways not only provided fastest mode of transportation but it save time also, it was also became cheapest way to carried colonial forces from one place to other place whenever required. Even now army stores were supplied from Calcutta to Ajmer and other parts of India to full fill their requirements.56

In the first railway contract signed between British East India Company and East Indian Railway Company and the Great Indian Peninsula Company on August 17, 1849,57 it was decided that the British army had to be carried through railways on low rates or concessions.58

II

The construction of railways in Rajputana States proved very significant in the Social life of the native peoples of the all respective Rajputana States. They were

51 Rajputana. Agency Office, Railway, File No. 126-I, Serial No. 54, No. 519, March 29, 1866, p. 125; Rajputana. Agency Office, Railway, File No. 126-I, Serial No. 56, No.519, March 29, 1866, p. 129. 52 Rajputana Agency Office, Railways, File No. 126-I, Serial No. 67, No. 552, April 1866, Simla, p. 131. 53 Andrew, P. William., Indian Railways as Connected with British Empire in the East, Fourth Edition, Allen and Co., Published to the Indian Office, London, 1884, p. 7. 54 Ibid., p. 8. 55 Ibid., p. 9. 56 Ibid., p. 11. 57 Bell, pp.10, 60, 61; Huddleston, pp. 6-8, Mehta, p. 19. 58 Bell, p. 60-61; Huddleston, pp. 6-8.

182 benefited by railways in much way, especially during famine period it played very crucial role.59

5.2.1 Famine in Rajputana States and Famine Relief Work done through Railways

The Rajputana States were the area of deficit. Famines were common for these Rajputana States. According to Colonel Todd famine is “the grand natural disease” for Rajputana States. He further added that it was especially for western parts of Rajputana, it was native saying, “one lean year in three, one famine year in eight.” This proverb proved true for these regions because since 1792 about sixteen famines occurred again and again and disturbed the lives of common native peoples.60

During these famine periods the native peoples were benefited by railways in many ways. Through railway now food grains were quickly supplied in affected areas and it saved the natives form starvation. For examples during the famine of 1868-70, Rajputana States were witnessed sever scarcity. During these deficit periods through food stuffs were supplied from Sindh and Agra, but due to lack of good means of transportation it was hardly supplied to the required places. Even food stuffs were supplied to the Ajmer but due to the costly means of transportation system, these grains were available at high rate.61 Another example came from Sirohi State, where the cost of wheat and bajra was at one time available for less than five seers per rupees. While in October 1869 it was hardly available in Sirohi at the rate of even three seers of wheat per rupees. After the construction of railways in Rajputana States, great famines were again occurred in 1899-1900. During that period due to the quick transportation system i.e. railways, wheat was available at the maximum cost of seven to eight seers per rupee in Sirohi State.62

Famine was again visited in Ajmer and Marwara and other parts of Rajputana States, during 1890-92. These regions were affected for two years but causality was less. While during the great famine of 1812-13, 1847-48 and 1868-70 affect were the

59 Eriskin, K. D., Rajputana Gazetteers, Vol. III-A, the Western Rajputana States Residency and the Bikaner Agency, the Pioneer Press, Allahabad, 1909, p, 267. 60 Ibid., p. 124. 61 Srivastava, Hari Shankar, The History of Indian Famines and the Development of Famine Policy (1858-1918), Sri Ram Mehra and Co., Agra, 1968, p. 104. 62 Erskine, Vol. III-A, p. 267.

183 same as of famine of 1890-92 famine but this their deaths were very less in number. Now these regions were connected with railways. These railways helped to provide quick movement of food grains from North Western Province, Punjab and Bombay to these affected regions. At that time the cost of food grains was low in comparison to 1868-70. At that time bajra was available at the cost between thirteen to sixteen seers while during 1868-70 its cost was three seers.63

Jodhpur State was continuously affected by famines during last four decades of Nineteenth Century. During these days crops were failed, scarcity of grass and water were prevailed in the State. The costs of the grains were also very high. In the time of scarcity the natives were forced to leave their place with their domesticated animals and migrated to the other safe places.64 After the construction of railways in Jodhpur state, losses from famines were minimizing. Now railways helped to save thousands of lives and their domesticated animals from local rural failures. Now through railways food stuffs were supplied in the state during famine period. It helped to balance and equals the cost of the required goods. It also encouraged to producing according to the market demands.65

Udaipur State was also affected by famines, where famines visited again and again during late Nineteenth Century. Due to the occurrences of famine the State lost human being and cattle’s as well. The main problem before state was how to supply food stuffs to the interiors. Even at the time traveling or carrying goods through Camels were became very costly.66 To save natives form famine the Udaipur State was connected with railway.67

The Railways played remarkable role especially during famine period to save thousands of life in Rajpurana States. Alone the Jodhpur Bikaner Railways carried or supplied about fourteen times higher food grains, than as compared to the normal year. Even through railway a large quantity of fodders for cattle’s were supplied. The usual cost of the food stuffs in seers per rupee as, wheat was sold in ten to eleven

63 Bhatia, B. M., Famines in India, a Study in some aspect of the Economic History of India (1860- 1965), Asia Publishing House, Bombay, 2nd Edition - 1967, p. 177. 64 Erskine, Vol. III-A, pp. 125-27. 65 Ibid., p. 121. 66 Erskine, K. D., Rajputana Gazetteers, Vol. II-A, The Mewar Residency, Scottish Mission Industries Co. LTD., 1908, pp. 60-61. 67 Ibid., p. 62.

184 seers per rupees while barley thirteen to fifteen, bajra eleven to thirteen and jawar twelve to fourteen seers respectively. It was noted that these rate were two to three seers higher than past three years during 1891-92 famines.68

During famine of 1899-1900 the Jodhpur Bikaner Railway played significant role, by contributing supply of grains to Jodhpur State. During that period the cost of the grains were remain constant. The cost of the wheat was 6 ¾ seers per rupee while bajra and jawar eight seers and barley 9 ¼ seers per rupee.69 During these famine periods not only food grains were supplied to the deficit regions but water also was supplied through railbrone tanks.70

Even during these famine periods the construction of railways in Rajputana were carried under famine relief work. The natives got some opportunity on the name of the famine relief work to earn for their livelihood. During famine of 1891-92 the native people of Jodhpur were employed to complete earth work of the railway and mound of the Jaswant Sagar. Even they were employed to purge the railway tracks from flow of sands near Balotra.71 During famine of 1899-1900 earth work was carried out under famine relief work on projected railway line from Bara to Marwar via Ajmer.72 Even earth work was also completed under famine relief work on Bikaner Khari branch line of Bikaner Bhatibda railway line.73

During the famine of 1905-06, Jaipur, Karauli, Bharatpur and Tonk States respectively got hope to raise their system getting involved on the construction of railway on Nagda Mathura Railway line under famine relief work. The Railway Authority proceeded to commence74 famine relief work in the form of earthwork and ballast on Nagda Mathura Railway. These proposed works had carried out on the basis of usual cost and the exceeded cost had been borne by the states under relief work expenditure.75

68 Erskine, Vol. III-A, pp. 126-27. 69 Ibid., 128. 70 Rajasthan Districts Gazetteers, Ajmer, p. 350. 71 Erskine, Vol. IIIs-A, p. 126. 72 Imperial Gazetteers, Rajputana, Haraoti and Tank Agency, The Government Press, United Province, Allahabad, 1906, p. 10; Erskine, Vol. II-A, p. 62. 73 Imperial Gazetteers, Rajputana, Haraoti and Tonk Agency, p. 140. 74 Review of the Famine Relief Operations in the Native States of Rajputana and the Districts of Ajmer Merwara, 1905-06, Rajputana Agency Press, 1907, Rajasthan State Archives, Bikaner, p. 12. 75 Ibid., p. 14.

185 The Executive Engineer of the Railway in charge of division, Bharatpur State and the State Engineer signed an agreement to complete the earth work on the Nagda Mathura Railway, which covered about 53.11 kms in Bharatpur territory. The Railway Authority assigned proposed work to the Public Work Department to complete the works,76 While Jaipur and Karauli States were not accepted to work as mutual cooperation proposed by Railway Authority. However succeeded to get a contract to complete 4, 00,000 cubic feet of ballast work from private contractor. In Jaipur State a large number of the natives from Karauli were required under famine relief work and it was also in Tonk State. In these both States about 2, 72,000 and 1, 10,000 units had to be employed in railway to complete the works.77

The Railway Authority paid monthly for the earth works to the workers. The Railway Authority allotted Rs. 1,15,000 for the earth work, while the actual cost was fell to Rs. 1,27,965. Bharatpur State was availed exceeded amount of Rs. 12,965 under famine relief expenditure of the State. The Railway Authority fixed the rate of works very low while State paid higher rate to the workers under famine relief works. For these earth works 7,74,000 daily units (loburers) of the natives were employed or more than three quarter of a million natives was carried out the earth from January to July under famine relief work. Under these famines relief works railway employed the natives to supply ballast for railways at Mandhoni near Bharatpur and Bayana stores.78 Moreover the railway authority was further raised Rs. 25,000 for both stores, while the actual cost of the work was 27,954, out of these Rs. 2,954 exceeded expenditure had pay by the State.79

During the famine of 1905-06 Tonk State was also affected. The native peoples of Tonk State migrated to the other places to save their lives; out of them 2,000 persons were recruited by Nagda Mathura Railway to continue its construction work without any break, during famine periods under famine relief works.80

76 Report on Famine in Bharatpur state, 1905-06, Rajasthan State Archives, Bikaner, No. 15994, p. 15. 77 Review of the Famine Relief Operations in the Native States of Rajputana and the Districts of Ajmer Merwara, 1905-06, p. 14. 78 Report on Famine in Bharatpur State, 1905-06, p. 15. 79 Ibid., p. 16. 80 Review of the Famine Relief Operations in the Native States of Rajputana and the Districts of Ajmer and Merwara, 1905-06, p. 12.

186 When the relief works were completed and over many native peoples were remained employed by the railway. During that period about 3 to 400 natives of Bharatpur State employed to work as ballast breaking. These peoples were working on contract basis.81

5.2.2 Development of New Cities

After the construction of railways in Rajputana States cities in Rajputana States were developed. Har Bilas Sarda mentions that “The advent of the Railway to Ajmer resulted in an enormous increase of its population and the physical development of the city. The population of the Ajmer when the British took it in 1818 was 24,000. Suddenly it rose to 48,753 in 1881 on the advent of the Rajputana State Railway and on the transfer of the railway workshops and offices from Agra to Ajmer in 1886-87, the population rose to 68,849 in 1891. Thus the population was doubled by the railway”.82

The construction of railways proved very significant in the economic condition of the native peoples of Ajmer. Railways helped to supply83 required grains, excess day to day needed materials i.e. minerals, textiles and leather product along with grasses for animals (mainly at the time famines). After the opening of Ajmer by the railway it achieved its economic expansion. Now after the construction of railways in Ajmer, it was again emerged as the emporium in Rajputana States and railways were replaced the use of camels and bullocks as the mode of communications.84

Har Bilas Sarda further emphasis about Ajmer city that “The railway has greatly stimulated trade and enriched one community immensely. The Khadims of Durgah Khawaja Saheb85, who were a very poor community, have after the coming of the railway become a most prosperous and rich community, and the Khadim Mohalla, the part of city where they live, once a sparsely populated Mohalla of small houses

81 Report on the Famine in Bharatpur State, 1905-06, p. 16. 82 Sarda, Diwan Bahadur Har Bilas, Ajmer – Historical and Descriptive, Fine Art Printing Press, Ajmer, 1941, p. 379; Rajputana Districts Gazetteers, Ajmer, p. 352. 83 Rajasthan District Gazetteers, Ajmer, p. 350. 84 Ibid., p. 351. 85 The famous Chishti Sufi Saint of Medieval India, Moinuddin Chishti was popularly known as Khawaja Saheb.

187 and huts, now become the most congested part of Ajmer with tall buildings.”86 Further he added that “The chief means of livelihood of the Khadims is the offerings and presents made by Muslim pilgrims, who owings to the Railway, now come to the Dargah in large numbers all the year round, and flock to it during the annual Urs Fair.”

After the construction of railway in Ajmer, it became the head quarter of the Bombay Baroda and Central Indian Railway Company. At Ajmer many administrative offices had been constructed which employed thousands of clerks, as well as workshops had been constructed which employed seven thousand employees. At Ajmer the railway involved as an important part in the lives and activities of the State. All the railway officials and servants lived in the City. The populations of the City were about thirty to forty thousands. They lived outside the City, who were the railway employees and patrons or related to them directly or indirectly.

At Ajmer the railway authority constructed a large number of buildings i.e. Railway Institute in 1878, Railway General Offices in 1884, Railway Station in 1885, Railway Hospital in 1890, Bisset Institute in 1909.87

Earlier in 1879 the Locomotives and Carriage and Wagon shops were constructed in 1879. The independent quarters for the Store Department were constructed in 1881 while in 1884 the Carriage and Wagon Department were separated from the Locomotives buildings and provided new building for it. Later in 1885 this site was extended. Another building was constructed for the factory, boiler, wheel shop etc.88

The construction of railways in Rajputana States introduced many new changes in the various aspects of Social life of the Native peoples. According to the Rajputana Gazetteers, Vol. III-A, the Western Rajputana States Residency and the Bikaner Agency, “it may be said that they have a tendency to slightly relax the observance of caste restrictions and to introduce a good deal of Hindustani and a sprinkling of English words into every – day use, while in the districts on the western

86 Sarda, Har Bilas, Ajmer- Historical and Descriptive, Vol. II., p. 380; Rajasthan Districts Gazetteers, Ajmer, p. 351. 87 Sarda, Har Bilas, Ajmer Historical and Descriptive, Vol. II., p. 380. 88 Ibid., p. 382.

188 border it has been noticed that the rail – borne Sind rice is to some extent replacing bajra as a staple food – stuff.”89

After the construction of railway in Rajputana the devotees of the well-known Jain Temples at Abu were increased in huge number. Besides, the construction of railways were also affected the language of the native peoples. Now the public frequently used Hindustani and English and sometimes they incorporated these two into their daily used of the regional .90

89 Erskine, Vol. III-A, p. 122. 90 Ibid., p. 267.

189 Conclusion CONCLUSION

The Railways Construction in Rajputana States was the extension of the general policy of the British Indian Government. By 1818 most of the Rajputana States signed a friendly Subsidiary Treaty with British East India Company. As per this treaty the East India Company promised to respect the Sovereignty rights of the respective Rajputana States. But after some time the Colonial Government introduced such type of systems in Rajputana which helped them to drain these States. The British Indian Government pressurized these States to create such type of environment or provide facilities which led to the development of the means of communication such as Roads and Railway in their respective States.

Firstly they planned to connect these Rajputana States with the ports of India i.e. Bombay, Calcutta and Madras and later with Karachi which had already been connected with general Indian Railway System. For these purposes the British Colonial Government sketched a full plan for the construction of railways in Rajputana States. Before the construction of railways in Rajputana States, the Paramount Power proposed a definite but similar terms and conditions to these Rajput States. The proposed terms and conditions required to accept all three proposed conditions by these States for the construction of railway. The Political Agent of all these respective States were directed to convince or compel these States to accept terms and condition. At the initial stage these Rajputana States resisted as it infringed their sovereign right but after long correspondence one by one they accepted proposed terms and conditions. These terms and conditions were different in comparison of that prevailing in the British Indian Province. In British Indian Province these type terms and conditions was not applied.

The construction of railway in Rajputana States was completed in two stages. Firstly the construction of railways in Rajputana States was started by British Imperial Government and financed and managed by them. The construction of railways in Rajputana States began form two sides under the name of Delhi District via Rewari and Alwar and Agra District via Bharatpur respectively under Rajputana States Railway as the part of Rajputana Malwa Railway. At Bandikui both railway lines were joined with a Junction point. This line later connected with Ahmadabad via Jaipur and Ajmer. Delhi and Agra was already connected with the General Railway

190 System of India from east to west and north as well. Hence an interlinked railway link was established between Rajputana States and other parts of India. Another railway line was entered in Rajputana States i.e. Neemuch Nasirabad Railway. This railway line was earlier connected with Khandawa (Central India) via Indore and Rutlam.

At Second stage these Rajputana States undertook the construction works under their own hands and financed for the construction of railway in their respective territories, sometime individually and some time by the mutual cooperation of two or more States i.e. Jodhpur State Railway, Jodhpur Bikaner Railway, Bikaner Bhatinda Railway under Jodhpur Bikaner Railway System, Jaipur State Railway, Jaipur Sawai Madhopur Railway, Udaipur Chittor Railway, Bara Kota Railway, Nagda Mathura Railway via Kota, Sawai Madhopur, Hinduan City and Bharatpur, Dholpuur Bari Light Railway, etc. After some time these Rajputana States were connected with Hyderabad (Sindh present Pakistan), Bhatinda (Punjab was already connected with General Railway System of India) by railway. Another railway link was established between Agra and Gwalior via Dholpur of Rajputana and Jhansi.

These Rajputana States not only constructed railway in their territories but also in British Indian Province i.e. Bikaner Bhatinda Railway by the Jodhpur Bikaner Railway System. Another railway was constructed by Jodhpur Bikaner Railway i.e. from Jodhpur Frontier (Balotra) to Shadipali in Sind (now Pakistan). This is unique in the History of Indian Railway that any individual Princely Railway System constructed railway outside their territories.

The Railway Construction in Rajputana States proved very significant from the Economic point of view for the British Colonial Government. Before the construction of railway in Rajasthan, these States were not subjected to the drain of wealth by the Colonial Government. To fulfill the terms and conditions, these Rajput States surrendered 200 feet wide lands free of the cost to the Railway Company for the construction of railways in their respective territories. They not only surrendered lands free of cost for railways but also paid compensations to the land owners from their own treasury. This was the direct huge loss to the individual Rajputana Sates in the form of capital. Besides, as per another clause of the concluded terms and conditions, these States had surrendered their rights to collect transit duties on goods which had to be carried through their territories, which constituted another form of

191 loss of the individual Rajputana States because transit duties were second largest source of income of the Rajputana States after land revenue. These type of terms and conditions were not found in any British Indian Provinces.

When the construction works were started, a huge bulk of Engineering materials were required i.e. Locomotives, Rails, Rolling Stocks etc. These factories made heavy as well as small engineering materials were imported from Britain. The British Companies earned huge capital from these materials. Besides, a large number of the British officials were employed as Managers of the respective Railway System, Engineers, Assistant Engineers, Stations Masters, In-charge of the Locomotives, Rolling Stocks, Carriage and Wagons Departments, Traffic In-charge etc. On all posts Europeans were appointed and they got high salaries and got other facilities too. The construction of railways in these States was carried by British Private Companies i.e. the Bombay Baroda and Central Indian Railway Company, Indian Midland Railway Company, the Great Indian Peninsula Railway Company. These Companies earned huge profit from these Rajputana States.

After the construction of railways in Rajputana States, trade and commerce were increased in Rajputana States. Now old system of the mean of transportation was replaced by the trains. In these States import was increased on a large scale. Now British factories made goods as well as the British Indian Provinces goods and from other parts of India goods were entered in Rajputana States in large quantity. Due to the large import of factories made goods, the famous cottage industries of Rajputana States failed to compete with those cheap factories made goods and these indigenous industries got ruined.

After the construction of railways in these Rajputana States, the British Colonial Government placed itself in good positions to safeguards their Economic as well as political interest. As per the terms and conditions agreed by all the respective Rajputana States, the British Colonial Government got the Sovereignty Rights on ceded lands for railways purposes. They successfully connected Army Cantonments in Rajputana States with railway. The British Headquarter in Rajputana was Ajmer. They established a good railway communications link with other parts of India and Rajputana States. Now British Colonial Army was always available to safeguard the British Colonial interest in any part of Rajputana.

192 Though Railway Construction in Rajasthan led economic drain from the Princely States to British and infringement of the sovereign right of these States, Railway Construction too played some regenerative role in these States.

Besides, the Natives peoples were only benefited by the railway construction in Rajputana States, especially during famine periods. After the railway construction in Rajputana States, the causalities of lives of human and cattles were minimize. Now the food grains were easily supplied in Rajputana in huge quantity on low rates by these railways as and whenever needed. Before the construction of railway in these States, food grains were hardly available during famines period even at high rates. But now food grains were available at all time at low rates. Food grains were not only supplied by railways but water was also supplied during famine period.

In addition, Railways also created opportunities for the natives to earn for their livelihood during famines period. During the famines period the construction of railways in these States were carried on large scale under famine relief work. The Railway Authority with the help of the State Public Works Department employed the natives as the labourers to complete the earth work, clean the railways tracts etc.

The railway brought a change in the habits of the native’s peoples. Now the native peoples of different Rajputana States easily moved from one place to other on low rates and communicated with others. Now the native’s peoples frequently used English and Hindustani language, sometimes they used it with local Marwari languages. In western Rajputana States it was noticed that the native peoples were frequently used Sind rice in place of Bajra as staple food grain. Now they freely visited their religious places in large number i.e. Jain Temples at Abu. At Ajmer, famous Sufi saints Dargah was existed since Medieval Period. After the construction of railways the Muslims pilgrims visited Dargah in large number. Now the poor Khadims Mohallah became rich and their small huts were replaced by tall buildings and their populations were too increased in large number.

Besides, for the passenger’s convenience Railway Stations were constructed at every City which included staffs rest houses and other facilities were established not in big Cities but also at important places. For smooth management of railway in Rajputana States many Offices for railway employees, quarters for Staffs, Workshops, Locomotives, Rolling Stocks, Carriage and Wagons Departments etc. were

193 constructed in Rajputana States. Definitely it gave push up to the urbanizations or development of new City Centres.

Besides employing as labourers, Princely States natives were appointed on the posts as Clerks, Assistant Station Masters and finally Station Masters. Chotmull Rawat was the first Indian who was appointed on Officer Grade post on Jodhpur State Railway. Sometimes the native peoples were also employed as petty Contractor, whose main work was to provide labourers at construction sites for the construction of railway in Rajputana States.

As emphasized by the Karl Marx that the British rule in India has to fulfill a double mission in India that is one destructive and the other regenerative, railway construction in Rajputana has played that double role, one destructive which include the decline of the indigenous industries prevailed in respective Rajputana State before long year’s i.e. weaving industries, Dyeing and Calico Printing through symbol or imprint on cloths, Leather industries, Saddle and Arms industries etc.; while so as the regenerative role of the railway in Rajasthan is concerned, it provide cheap and quick means of transportation, created new mode of employments, developed new city centers, weaken the bad evils of caste system etc.

.

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