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On The Completion Of The Railway System Of The Valley Of The Indus: A Letter To His Grace The Duke Of Argyll
Sir William Patrick Andrew, George Douglas Campbell Argyll (Duke of)
Allen, 1869
Transportation; Railroads; General; Railroads; Transportation / Railroads / General; Transportation / Railroads / History
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Preface
TO
HIS GRACE THE DUKE OF ARGYLL, K.T.
SECRETARY OF STATE FOR INDIA.
My Lord Duke,
The views contained in the following pages are not submitted by me for the first time to the Secretary of State for India in Council. Several of your Grace’s predecessors in Office did me the honour of taking into their consideration the subject which I now desire to bring to your notice; namely, the completion of the Railway system of the Valley of the Indus. The arguments which I advanced on former occasions have since been confirmed by the very highest authorities on Indian affairs; and daily events, such as wars and rumours of wars on or beyond the frontier; famine and its attendant evils; the Russian successes in Bokhara?not to dwell with too much emphasis on the immense extension of the Russian railway system, and the persistent presence of Russian influence in Persia and Central Asia,?all?
have combined to concentrate public attention upon
this subject, the vast political, social, and commer-
cial importance of which it is impossible to overrate.
In order that I may lay a clear and comprehen-
sive view of the facts of the case before your Grace,
I will proceed at once to state what has already
been done, and what yet remains to be accomplished,
to perfect the communications on the North-West
frontier of our Indian Empire.
The Scinde Railway, 109 miles in length, con-
nects the seaport of Kurrachee with Kotree, on the
Indus, opposite Hydrabad, the ancient capital of
Scinde. From Kotree to Mooltan, a distance of
about 600 miles by the river route, the traffic is
conducted by means of the Indus Steam Flotilla.
Mooltan, on the Chenaub, an important civil and
military station, and an entrepot for the trade with
Central Asia, is the lower terminus of the Punjaub
Railway, which proceeds thence between the Che-
naub and Ravee, and the Sutlej to Lahore, the politi-
cal capital of the Punjaub, and terminates at Umrit-
sur, the sacerdotal capital and one of the great com-
mercial centres of Northern India. The Pun-
jaub Railway, from Mooltan to Umritsur, is 246
miles in length, and, like the Scinde Line, has
been for some time in operation. The Delhi Rail-
way, when finished, will be 314 miles in length.
Commencing at Umritsur, it crosses the rivers Beas,
Sutlej and Jumna, and has its terminus within the
walls of Delhi; forming a junction with the East
Indian Railway at Ghazeeabad, opposite the old
Imperial City. As your Grace is aware, Lord
Lawrence, the late distinguished Viceroy and Go-
vernor-General, opened an important section of this
railway before leaving India; and, from the satis-
factory progress which is being made with the works,
there is every prospect of the entire line being
opened for traffic in 1870.
The completion of the Delhi Line will place Kur-
rachee, on the Arabian Sea, in steam communication
with Calcutta, in the Bay of Bengal, on the opposite
side of the Peninsula.
I have said that from Kotree to Mooltan the com-
munication is maintained by means of the Indus
Steam Flotilla ; but in spite of all the efforts
Which have been made to render this mode of com-
munication with the upper provinces as perfect as
possible, the shallow, shifting, treacherous nature of
the river Indus, makes it inefficient, uncertain,
unsafe, costly, and?even under the most favour-
able circumstances?quite inadequate to accom-
modate with punctuality and despatch the require-
ments of Government, the necessities of commerce,
and the demands of an important Railway system.
It is therefore evident that the Scinde and Pun-
jaub Railways, in the absence of a communicating
link between them of a capacity equal to their own,
are placed at a serious disadvantage, and, it is to be
feared, will remain a burthen to the revenue, until
the “missing link” be supplied.
The ” missing link” is that line of rail which,
running through the Valley of the Indus, will con-
nect Kotree with Mooltan, whence Lahore, and
Peshawur, at the Khyber Pass, the gate of Central
Asia, will be quickly reached on the north; while
by Umritsur, Umballa, Delhi and Allahabad, Cal-
cutta will be equally accessible on the South.
It is to this line from Kotree to Mooltan, 480
miles in length, which would place Kurrachee, the
European port of India, and the converging point of
the telegraphic systems of Europe and India, in
direct railway communication with Lahore, Umrit-
sur, Delhi, and Calcutta, that I would first call
your Grace’s attention. Nearly every authority of
eminence in India has borne official testimony to
the importance of this line on political, strategic,
and commercial grounds.
The second extension of the railway system of the
N.W. frontier, which for many years I have advocated
?happily, not altogether in vain?and the early
completion of which I would now urge upon the
Government, is that from Lahore to Peshawur,
about 290 miles in length. It is scarcely possible
to exaggerate the importance of this line in a stra-
tegic point of view, as it will afford to the great
military stations of North Western India the means
of speedy access to the frontier at the Khyber
Pass; thus materially increasing the security of
that portion of the Indian Empire which is most
liable to disturbance and aggression.
After the completion of the main line of rail-
way communication from Peshawur and Delhi to
Kurrachee, in order to perfect the railway system of
the Valley of the Indus, a branch line will be
required from Sukkur, via, Shikarpore and Jaco-
babad, to Dadur, at the southern entrance to the
Bolan Pass, a distance of 160 miles. This branch
has been advocated by several distinguished Indian
authorities, including Colonel Sir Henry Green, late
Political Superintendent on the Scinde frontier.
Having thus briefly placed before your Grace the
three extensions which are required to complete the
railway system on the N.W. frontier, (from Kotree
to Mooltan, from Lahore to Peshawur, and from
Sukkur to Dadur,) there remains to notice a line
which has been strongly recommended by the local
authorities in India, from Hydrabad, via Oomercote, to
Deesa, and which would connect the Railway system? of the Indus with Bombay, by means of a junction
with the Bombay, Baroda, and Central India Railway; thus affording to Scinde, the Punjaub,
and North-Western India the advantage of access to an additional port on the Western Coast.
Of all the proposed extensions which I have thus brought to your Grace’s notice, by far the first in
importance is the ” Missing Link” between Kotree and Mooltan, by which means the great railway
arch connecting Calcutta, in the Bay of Bengal, with Kurrachee, on the Arabian Sea?the back-
bone of the railway system of India?will be completed.
In consequence of the admitted importance of establishing unbroken railway communication between the vast and land-locked territories of the
Punjaub and the port of Kurrachee, the Secretary of State for India in Council ‘at my urgent and
repeated instance authorized the Scinde Railway Company, in the year 1863, to engage a staff of
engineers for the purpose of surveying the country between Kotree and Mooltan, in order that the best
route for the proposed railway might be determined. *
* Vide appendix. Letters of Instruction from Chairman,
Scinde Railway Company, to Agent and Chief Engineer.
The routes which present themselves for selection
are three in number.
1st. Entirely on the left bank of the Indus.
2nd. Entirely on the right bank.
3rd. On the right bank from Kotree to Sukkur,
(about half of the whole distance) and, crossing the
river at Sukkur, thence to Mooltan by the left bank.
In forming an opinion as to the relative merits of
these routes, it is necessary to consider firstly
their political aspects; secondly, their commercial,
and, thirdly, their engineering features.
With regard to the political considerations, I
will only observe that safety to the line of Railway
would be more certainly secured by the adoption of
the left bank route; as the interposition of the river
would afford a strong source of protection against
the frontier tribes, whose lawless and unsettled
character would always threaten interruption to the
traffic, and depredation and danger to the fine, if
carried along the right bank of the Indus. In the
event of aggression of a more serious nature, it
would be of the utmost importance to have the rail-
way retired behind the river.
In comparing the commercial features of the
respective routes, it must be observed that the local
trade does not greatly differ on the two banks of the
river, and must in either case be entirely subordinate
to the through traffic. I will only remark here,
therefore, that the through traffic would be more
effectively conducted by the route on the left bank;
that route being shorter, as well as safer, than the
route by the right bank.
The engineering aspect of the question is inti-
mately connected with, its commercial bearings,
inasmuch as it affects both the cost of constructing
the railway and the subsequent expense of its work-
ing. The engineering difficulties have been found
to be greater on the right than on the left bank ; con-
sequently, the mileage cost of construction would be
higher on that than on the left bank, where not only
is the distance shorter but the gradients are easier.*
Having so far demonstrated the superiority of
the left bank route over that by the right bank
for the Indus Valley line, it becomes necessary to
consider whether it might not be desirable to com-
bine the two; taking the right bank from Kotree as
far as Sukkur, and the left bank thence to Mooltan,
as suggested in the third route. An argument of
considerable weight in favour of this course is
to be found in the fact that the facilities for
bridging the Indus are stated by some authori-
* Vide Reports of Chief Engineer on the Indus Valley Survey.
(See also appendix, letter from Mr. Brunton to Chairman, dated
1st Feb, I860).
ties to be greater at Sukkur than at Kotree, for
at Sukkur there are rocky foundations on either
side of the river, and an island fort, also on rocky
foundations, in the middle of the stream ; whereas
at Kotree, the foundations, although perfectly reli-
able, are said to be of not quite so favourable
a character.
And here I may call attention to a circumstance
of some importance which supplies a further argu-
ment in favour of the adoption of the right bank
route for the southern portion of the undertaking.
I have already stated that a branch line has been
projected from Sukkur, via Shikarpore and Jaco-
babad, to Dadur, at the entrance of the Bolan Pass. *
This branch has been strongly urged by the most
eminent military men and civilians connected with
India, both on political and commercial grounds,
and I cannot but think that indications are fur-
nished by current events which point to a time
not far distant when its construction will become
a pressing necessity. Now, assuming that this
branch will eventually be made, it is obvious that
if the left bank of the river should in the mean-
time have been selected for the Indus Valley Rail-
way, and the river crossed at Kotree, it would
be necessary in constructing the branch to Dadur
* See map of Indus Valley Railway system annexed.
to recross the Indus at Sukkur, in order to con-
nect the branch with the main line; whereas, if
Sukkur were selected as the spot where the Indus
Valley Railway should be earned across the river,
one bridge would suffice for both purposes.
I will only add that, while I admit that the argu-
ments which have been adduced in favour of adopt-
ing the right bank for the southern half of the
undertaking are deserving of grave consideration, I
am myself of opinion that on the whole the balance
of advantage is in favor of adopting the left bank
route for the whole of the distance; the more
especially as a comparison of the levels taken at
various points on both banks of the River* would
appear to show conclusively that a line on the left
bank would be less liable to injury from the frequent
floods which form one of the most serious engineer-
ing difficulties with which a railway in India has to
contend.
Subjoined is a short statement of the probable
cost of the two routes between which the choice
would appear to lie, as estimated by Mr. Brunton,
the Engineer under whom the survey was taken.
* Vide accompanying map shewing proposed route of the
Indus Valley Railway.
It will be observed that a saving of 35 miles in
the distance, and of ?1,104,750 in the cost, would
be secured if the left bank route were adopted.
Military men are well aware that the Indus Valley
Railway is essential to the peaceable possession of
our Indian Empire: day by day it is felt by all classes
to be a more pressing necessity; the Indian press has
urged it on the attention of Government with a rare
unanimity, and pointed out in the strongest terms
the possible consequences of apathy and delay.
The Chamber of Commerce of Kurrachee, and the
native bankers and merchants of the great commer-
cial city of Umritsur, have not ceased to press the
importance of the undertaking, and some time since
presented an address to the Agent of the Punjaub
and Delhi Railways at Lahore, expressing in strong
terms their opinion as to its urgent necessity?an
opinion entirely shared by the Proprietors in the
several undertakings of the Scinde Railway Com-
pany, who in March, 1866, passed a formal Resolu-
tion to the effect that they considered the construc-
tion of the Indus Valley line of the highest import-
ance, and essential to the general interests of Eng-
land and India; adding that it was desirable that
the Secretary of State for India should be moved
by the Directors of the Company in regard to the
importance of prompt steps being taken towards its
realization.
The following Resolution, which was passed at a
Meeting of the Shareholders of the Scinde Railway
Company, held on the 30th March, 1869, in connec-
tion with the question of a proposed amalgamation of
the Company’s undertakings, affords more recent tes-
timony to the importance which the Shareholders
attach to the Indus Valley line, as essential to the
success of the several existing sections of the great
trunk highway of communication in the hands of
the Company:?
” That this Meeting, believing it to be of the
utmost importance to the Company’s existing under-
takings that early steps should be taken to unite
the several sections of railway in the Company’s
hands in one continuous line, are of opinion that as
soon as the Amalgamation Bill now before Parliament
shall have become law, the Directors should take
the earliest opportunity of convening a Meeting of
the Proprietors, for the purpose of considering the
propriety of exercising the powers to be conferred
by the Bill, with the view of placing the Company
in the best position for obtaining an early concession
for the line between Kotree and Mooltan.”
The greatest disappointment has been felt both at
home and abroad at the silence which Government
has hitherto observed on this vast and most impor-
tant subject, and the more so that the fact of the
Government having authorized the surveys in 1863
had raised the hopes of all interested in the projected
undertaking.
It is to be deeply regretted that the statesman-
like policy which was the motive power of the im-
portant steps then taken, should not have been
adhered to, and that a work which had already been
too long delayed should have been thus further
deferred.
” It cannot be necessary for me” said Lord Dal-
housie, in reference to the railway system of India,
” to insist on the importance of a speedy and wide
introduction of railway communication throughout
the length and breadth of India. A single glance
cast upon the map, recalling to mind the vast extent
of the Empire we hold; the various classes and
interests it includes; the wide distances which sepa-
rate the several points at which hostile attack may
at any time be expected; the perpetual risk of such
hostility appearing in quarters where it is least
expected; the expenditure of time, of treasure, and
of life, that are involved in even the ordinary routine
of military movements over such a tract, and the
comparative handful of men scattered over its sur-
face, who have been conquerors of the country
and now hold it in subjection; a single glance
upon these things will suffice to show how im-
measurable are the political advantages to be derived
from a system of internal communication which
would admit of full intelligence of every event being
transmitted to the Government under all circum-
stances, at a speed exceeding five-fold its present
rate, and would enable the Government to bring
the main bulk of its military strength to bear upon
any given point in as many days as it would now
require months, and to an extent which is at present
physically impossible.
” And if the political interests of the State would
be promoted by the power which enlarged means of
-S
conveyance would confer upon it, of increasing its
military strength, even while it diminished the num-
bers and cost of its army, the commercial and social
advantages which India would derive from their
establishment are, I truly believe, beyond all present
calculation. Great tracts are teeming with produce
they cannot dispose of; others are scantily bearing
what they would carry in abundance if it could
only be conveyed whither it is needed. England is
calling aloud for cotton which India does already
produce in some degree, and would produce suffi-
cient in quality and plentiful in quantity, if only
there were provided the fitting means of convey-
ance for it from distant plains to the several ports
adapted for shipment.”*
The magnitude of the results already achieved by
the introduction of railways into India, and the im-
portance of pushing onward towards completion the
works already begun, were forcibly illustrated in
an able and interesting speech delivered by the
late Viceroy in October last at Umballa, on the
occasion of his officially opening the Umballa and
Meerut section of the Delhi Railway. ” The sec-
tion of railway,” said Lord Lawrence, ” which I am
* Minute by the Most noble the Governor-General of India,
20th April, 1855.
now about to open, forms an important portion of
the Delhi Railway. That undertaking commences
at Ghazeeabad, near Delhi, and unites that city and
the East Indian Railway with the great city of
Umritsur, the entrepot of the Punjab, as well as
with Lahore. The distance between Ghazeeabad and
Umritsur is just 302| miles. When this distance
has been completed throughout, we shall have a
continuous line of railway for upwards of 1,300
miles, from Lahore to Calcutta. Portions of the
Delhi Railway on two sides, besides this section,
have been already opened, and the whole will be
finished in eighteen months. When this has been
accomplished, the Punjab will be firmly united to
the seaport of Calcutta by a railway passing through
many important towns, and a number of large mili-
tary stations, situated in fertile provinces, inhabited
by industrious races, among them the energetic and
warlike tribes of Northern India. And again, when
the construction of the missing link between Mooltan
and Kotree has been accomplished, the centre of the
Punjab will be in easy and rapid communication on
two sides with the ocean; on one side with Kurra-
chee, southwards by the valley of the Indus; on the
other side eastwards with Calcutta by the valley of
the Ganges. The Delhi Railway in its course of
302-J miles, besides frequently crossing various
branches of canals, spans three large and celebrated
rivers?the Jumna, the Sutlej, and the Beeas, and
one great mountain stream, the Gugger. I recollect
in the height of the struggle in 1857, we lost nine
horses of a single Battery of Artillery on its way to
Delhi, in this torrent. The aggregate waterway
required for these rivers amounts to eleven thousand
three hundred and forty feet, or upwards of two
miles. These works will prove a lasting monument
of the skill and resources of English engineers, and
cannot fail to impress the people of the country with
profound astonishment. It is well worthy of commen-
dation that there has been no collision, no ill-feeling
between the contractors’ employes and the people;
but that on the contrary the work has been carried
on to their mutual satisfaction and benefit. The
railway has given abundant employment and good
wages to thousands of labourers of all classes, and
has served to train and improve the skill of many
industrious artizans.
” The great social, commercial, and political im-
portance of railway communication is now univer-
sally admitted. In no country, and to no Govern-
ment are such advantages more patent and more
valuable than in India. I recollect the time?it
was in the year 1831?when with much trouble and
vexation I managed to reach Delhi by palanquin post
in fourteen days from Calcutta, and it was considered
a very rapid journey. In those days, and indeed
for many years afterwards, people were allowed six
months to reach Gurmucktesur Ghat on the Ganges,
near Meerut, from Calcutta. Boats and servants
were engaged, and provisions laid in, as if for a
voyage round the Cape from England to India.
But while railway communication is doing so much
for the countiy, we ought also to bear in mind the
cost of this advantage. It is therefore very desi-
rable that while the State insists on good work and
suitable designs, we should do that which may be
practicable to insure careful and economical expen-
diture of the capital devoted to such purposes. The
Delhi Railway is expected to cost about ?15,000 a
mile when completed, which is considerably below
the average in India.”
Mr. Juland Danvers, the Government Director
of Indian Railways, in one of his official Reports,
remarks that although it will be some time before
the Government receive back the sum advanced to
the Railway Companies on account of guaranteed
interest, ” in the meantime, the State obtains, both
directly and indirectly, a return which fully com-
pensates for the liability which it has incurred. In
the form of direct gains may be reckoned the free
conveyance of mails, a great reduction in the ex-