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Noida-Greater-Noida-Linie

2017-09-05T10:57:14Z

Punyaboy: /* External links */

{{Use Indian English|date=December 2016}}
{{Use dmy dates|date=March 2013}}
{{Infobox Public transit
| box_width =
| name = Noida Metro
| image = Noida Metro Rail Corporation logo.png
| alt =
| imagesize =
| caption =
| image2 =
| alt2 =
| imagesize2 =
| caption2 =
| image3 =
| alt3 =
| imagesize3 =
| caption3 =
| native_name =
| owner = [[Noida Metro Rail Corporation Limited]] (NMRCL)
| locale = [[Noida]] and [[Greater Noida]], [[Uttar Pradesh]], [[India]]
| transit_type = [[Rapid transit]]
| lines = 1
| stations = 22
| daily_ridership =
| annual_ridership =
| chief_executive = Santosh Kumar Yadav <small>(MD)</small><ref>http://www.nmrcnoida.com/board-nmrc.htm</ref>
| key_people =
| headquarters = Block-III, Ganga Shopping Complex, Sector-29, Noida<ref>http://www.nmrcnoida.com/contact-us.htm</ref>
| website = {{url|http://www.nmrcnoida.com/}}
| began_operation =
| operation_will_start = April 2018
| vehicles =
| train_length = 4 coaches
| headway = 5-10 minutes
| system_length = {{convert|29.7|km|mi|abbr=on}}
| notrack =
| track_gauge = {{Track gauge|sg|allk=on}}
| ogauge = 
| minimum_radius_of_curvature = 
| el =
| average_speed = 
| top_speed = {{convert|80|km/h|mph|abbr=on}}
| map = [[Image:Noida Metro Map.svg|300px]]
| map_name =
| map_state = 
}}

The '''Noida Metro''' is an under-construction metro system connecting the twin cities of [[Noida]] and [[Greater Noida]] in [[Uttar Pradesh]], India. The metro network consists of one colour-coded line, with a total length of 29.7 kilometres serving 22 stations. The system has a mix of at-grade and elevated stations using standard-gauge tracks. Services will operate daily with a headway varying between 5–10 minutes. The trains are composed of four cars. The power output is supplied by 750 [[volt]] [[direct current]] through [[third rail]].

The Noida Metro Rail Corporation (NMRC) will build and operate the system. The system is expected to open by April 2018.<ref>http://www.hindustantimes.com/noida/nmrc-speeds-up-work-of-21-stations-on-greater-noida-line/story-ux9OdPTCpwYpzN1pAQPbwK.html</ref>

==History==
The Uttar Pradesh government approved the construction of a 29.7 km metro line linking Noida with Greater Noida in October 2014. The government also appointed the [[Delhi Metro Rail Corporation]] (DMRC) as the turnkey consultant for the project. The line was estimated to cost Rs 5,064 crore. It will have 22 stations, of which 13 will be constructed at-grade while seven will be elevated. Two stations at Knowledge Park-I and sector Delta-1 in Greater Noida are planned for future expansion.<ref>{{cite web|url=http://timesofindia.indiatimes.com/city/noida/UP-clears-Metro-to-Greater-Noida/articleshow/43927104.cms|title=UP clears Metro to Greater Noida|author=|date=|work=The Times of India}}</ref>

The detailed project report (DPR) was prepared by the DMRC. A Special Purpose Vehicle (SPV) called the Noida Metro Rail Corporation (NMRC) was formed to implement the project.<ref>http://www.greaternoidaauthority.in/metro</ref> According to the DPR, the line will begin at Noida City Centre in Sector 32, and head towards Greater Noida via stations in sectors 50, 51, 78, 101, 81, on the Dadri road, 83, 85, 137, 142, 143, 144, 147, 153 and sector 149 in Noida. It will enter Greater Noida through Knowledge Park-II and traverse Pari Chowk, Sector-Alpha 1 and 2, before terminating at Depot station proposed near recreational green, Knowledge Park-IV in Greater Noida. The Uttar Pradesh Cabinet approved the project and forwarded the DPR to Government of India in October 2013. The Government of India and UP will each bear 20% of the costs and loans from external agencies would be taken to fund the rest 60% of the project. Twenty per cent funding from UP will be shared by Noida and Greater Noida Authorities, based on the length of track that passes through the two areas.<ref>http://www.greaternoidaauthority.in/metro</ref>

The NMRC announced that the first line of the metro would be called the Aqua Line on 30 November 2016. Explaining the choice, NMRC managing director Santosh Yadav stated, "Aqua signifies an eco-friendly colour, which is what we want to portray."<ref name = "AquaLineAnnouncement">{{cite web|title=Noida Metro to be Aqua line|url=http://timesofindia.indiatimes.com/city/noida/Noida-Metro-to-be-Aqua-line/articleshow/55714876.cms|website=The Times of India|accessdate=11 December 2016}}</ref>

===Timeline===
* Sep 2015: Work progress in around Sec-71, Noida.<ref>{{cite news| url=http://timesofindia.indiatimes.com/city/noida/Plan-to-ease-busy-stretches-on-Greater-Noida-Metro-route/articleshow/48781519.cms| title=Plan to ease busy stretches on Greater Noida Metro route| website=Times of India| author=TNN| date=September 3, 2015}}</ref><ref>{{cite news| url=http://timesofindia.indiatimes.com/city/noida/Noida-Metro-to-be-ready-for-trials-by-July-17-DMRC-chief/articleshow/49445844.cms| title=Noida Metro to be ready for trials by July '18: DMRC chief| website=Times of India| author=Vandana Keelor| date=October 19, 2015}}</ref>
* Nov 2015: 700 piles (pillar foundation) out of total 5000 has been made.<ref>{{cite news| url=http://www.nyoooz.com/noida/258132/noidagreater-noida-metro-work-progressing-as-per-schedule| title=Noida-Greater Noida Metro work progressing as per schedule| website=Nyoooz| date=November 10, 2015}}</ref>
* Feb 2016: NMRC completes first phase of construction in a record time of eight months. At this rate, the corridor is expected to be operational publicly by May 2017.
* March 2016: Noida Metro company holds its Board meeting on March 10 in Lucknow. The company's Chairperson Alok Ranjan who is Chief Secretary, Uttar Pradesh convened the meeting. Rama Raman, Chairperson of Noida, Greater Noida and Yamuna Expressway authorities who is NMRC's Managing Director and Saumya Srivastava, Executive Director were present.<ref>http://timesofindia.indiatimes.com/city/noida/Noida-Metro-company-to-hold-its-Board-meeting-on-March-10-in-Lucknow/articleshow/51271959.cms</ref>
* Feb 2017: 70% work completed. <ref>http://timesofindia.indiatimes.com/city/noida/noida-metro-is-70-complete/articleshow/57010109.cms</ref>
* Mar 2017: Train trials to start by December 2017 and commercial operations by April 2018.<ref>http://www.hindustantimes.com/noida/nmrc-speeds-up-work-of-21-stations-on-greater-noida-line/story-ux9OdPTCpwYpzN1pAQPbwK.html</ref>
* June 2017: Commercial operations to start by April 2018. <ref>http://www.jagran.com/news/national-noida-metro-will-start-in-april2018-16153479.html</ref>
* July 2017: 95% civil work of track and metro station completed, trial so start by year end.<ref>http://www.hindustantimes.com/noida/work-on-noida-metro-95-complete-nmrc-looks-to-hire-more-staff/story-eZFAiJRyDBuWNGkUDXh2xO.html</ref>
* Aug 2017: Metro train trial to start by year end on 6 kms track from Depot station to Knowledge Park station.<ref>http://timesofindia.indiatimes.com/city/noida/aqua-line-metro-trials-to-begin-by-year-end/articleshow/59871060.cms</ref>

==Network==
{{main article|List of Noida metro stations}}
The proposed {{convert|29.7|km|mi|adj=on}} Aqua Line will have 22 stations.<ref name="noidametrorail.com">{{cite web|title=STATIONS BETWEEN NOIDA-GREATER NOIDA|url=https://web.archive.org/web/20160326040441/http://noidametrorail.com/?page_id=29|website=noidametrorail.com|archiveurl=https://web.archive.org/web/20160326040441/http://noidametrorail.com/?page_id=29|archivedate=26 March 2016}}</ref><ref>{{cite web|url=http://www.thehindu.com/news/cities/Delhi/noida-metro-projects-still-offtrack/article6262485.ece|title=Noida Metro Projects Still Off-Track|author=Damini Nath|date=|work=The Hindu}}</ref> The line will start from Noida City sector 71 hub station and will run through sectors 50, 51, 78, 101, 81, 83, 85, 137, 142, 143, 144, 147, 149 and 153; after this it will enter Greater Noida and will go through Knowledge Park-II, Pari Chowk, Alpha-1 and Alpha-2 before terminating in Knowledge Park-IV. The entire route will be on elevated track.<ref>{{cite web|url=http://www.indiatvnews.com/news/india/metro-rail-link-between-noida-and-greater-noida-to-be-completed--36175.html|title=Metro rail link between Noida and Greater Noida to be completed by 2017|author=|date=|work=India TV News}}</ref> This line will have an interchange station with the [[Delhi Metro]] at Sector 52 Noida station.<ref>{{cite web |url=http://www.delhimetrorail.com/Phase-III_documetnt/pdf/61PH-III_DMRC_-Model.pdf |title=Metro Network Phase I, II, III & NCR |publisher=[[Delhi Metro Rail Corporation]] Ltd (DMRC) |format=pdf |date=February 2015 |accessdate=2015-06-28}}</ref>

All stations are equipped with [[platform screen door]]s.<ref name = "TOI1"/>
{{Noida Greater Noida Metro Aqua Line|state=expanded|align=left}}

{|class="wikitable" style="text-align: center;" width="65%"
|-
! colspan="9" style="background:#{{Lucknow Metro color|Aqua}};"| <span style="color:WHITE;">'''Aqua Line'''</span>
|-
! rowspan="2"|#
! colspan="2"|Station Name
! rowspan="2"|Total length in metres
! rowspan="2"|Interstation distance in metres
! rowspan="2"|Opening
! rowspan="2"|Connections
! rowspan="2"|Layout
|-
! [[English language|English]]||[[Hindi]]
|-
|1||[[Noida City Centre metro station|Noida City Centre]]||नोएडा सिटी सेंटर|| 0.000|| 450.0||Under Construction||{{color box|Blue}} [[Blue Line (Delhi Metro)|Blue Line]]||Elevated
|-
|2||[[Noida Sector 71 metro station|Noida Sector 71]]||नोएडा सेक्टर ७१||1041.5||1041.5||Under Construction||None||Elevated
|-
|3||[[Noida Sector 50 metro station|Noida Sector 50]]||नोएडा सेक्टर ५०||2095||1053.5||Under Construction||None||Elevated
|-
|4||[[Noida Sector 78 metro station|Noida Sector 78]]||नोएडा सेक्टर ७८||3105.2||1010.2||Under Construction||None||Elevated
|-
|5||[[Noida Sector 101 metro station|Noida Sector 101]]||नोएडा सेक्टर १०१||4228.9||1123.7||Under Construction||None||Elevated
|-
|6||[[Noida Sector 81 metro station|Noida Sector 81]]||नोएडा सेक्टर ८१||5153.3||924.4||Under Construction||None||Elevated
|-
|7||[[Dadri Road metro station|Dadri Road]]||दादरी रोड||7130||1976.7||Under Construction||None||Elevated
|-
|8||[[Noida Sector 83 metro station|Noida Sector 83]]||नोएडा सेक्टर८३||8279.4||1149.4||Under Construction||None||Elevated
|-
|9||[[Noida Sector 137 metro station|Noida Sector 137]]||नोएडा सेक्टर १३७||9631.1||1351.7||Under Construction||None||Elevated
|-
|10||[[Noida Sector 142 metro station|Noida Sector 142 ]] ||नोएडा सेक्टर १४२||11279.1||1648.0||Under Construction||None||Elevated
|-
|11||[[Noida Sector 143 metro station|Noida Sector 143]]||नोएडा सेक्टर 1४३||12500.6||1221.5||Under Construction||None||Elevated
|-
|12||[[Noida Sector 144 metro station|Noida Sector 144]]||नोएडा सेक्टर १४४||13852.8||1352.2||Under Construction||None||Elevated
|-
|13||[[Noida Sector 147 metro station|Noida Sector 147]]||नोएडा सेक्टर १४७||15084.1||1231.3||Under Construction||None||Elevated
|-
|14||[[Noida Sector 153 metro station|Noida Sector 153]]||नोएडा सेक्टर १५३||16617.1||1533.0||Under Construction||None||Elevated
|-
|15||[[Noida Sector 146 metro station|Noida Sector 146]]||नोएडा सेक्टर १४६|| || ||Under Construction||None||Elevated
|-
|16||[[Noida Sector 149 metro station|Noida Sector 149]]||नोएडा सेक्टर १४९||19910.6||3293.5||Under Construction||None||Elevated
|-
|17||[[Knowledge Park II metro station|Knowledge Park II]]||नॉलेज पार्कII||22239||2328.4||Under Construction||None||Elevated
|-
|18||[[Pari Chowk metro station|Pari Chowk]]||परी चौक||24010.8||921.8||Under Construction||None||Elevated
|-
|19||[[ALPHA 1 metro station|ALPHA 1]]||एल्फा १||25096.7||1085.9||Under Construction||None||Elevated
|-
|20||[[ALPHA 2 metro station|ALPHA 2]]||एल्फा २||26025.6||928.9||Under Construction||None||Elevated
|-
|21||[[DELTA 1 metro station|DELTA 1]]||डेल्टा १ ||27881.4||1855.8||Under Construction||None||Elevated
|-
|22||[[Depot metro station|Depot]]||डिपो||28806.7||925.3||Under Construction||None||Elevated
|-
|}

==Infrastructure==
===Rolling stock===
The metro uses lightweight rakes made of stainless steel and aluminium, manufactured by China's [[CRRC Corporation]]. Each train has a seating capacity of 186 and a standing capacity of 848, with total capacity of 1,034 passengers. Nineteen rakes with four coaches each, a total of 76 coaches, will operate of the Aqua Line. The cost of each coach is {{INRConvert|4|c}}. Trains are equipped with a passenger information system, a public address system and an emergency announcement system from the operation control centre.<ref name = "TOI1">{{cite web|title=Noida Metro unveils first look of Aqua line trains - Times of India|url=http://timesofindia.indiatimes.com/city/noida/Noida-Metro-unveils-first-look-of-Aqua-line-trains/articleshow/55798844.cms|website=The Times of India|accessdate=11 December 2016}}</ref>

===Power===
All 21 stations, the train depot, and the NMRC offices will be powered by solar energy. The NMRC will install solar panels on the rooftops of all stations, footbridges, its main office building, the depot and parking lot boundary walls to generate an estimated 12 MW of solar power daily. The metro system will also be supplemented with conventional electricity, which will also be used as a back up. Trains will not be powered by solar power, and will instead use conventional power supply.<ref>{{cite web|title=Solar power to make Noida Metro India’s greenest - Times of India|url=http://timesofindia.indiatimes.com/city/noida/Solar-power-to-make-Noida-Metro-Indias-greenest/articleshow/54802523.cms|website=The Times of India|accessdate=14 October 2016}}</ref>

==Operations==
Trains will operate at an average speed of 35 km/h with a headway of 5 minutes during peak hours, and 10 minutes during non-peak hours.<ref name = "TOI1"/>

==See also==
* [[Noida Agra Monorail]]
* [[Delhi Metro]]
* [[Blue Line (Delhi Metro)]]

==References==
{{reflist|3}}

==External links==
* [http://www.NoidaMetroRail.com Noida – Greater Noida Metro Rail]

{{Rapid transit in India}}

[[Category:Transport in Noida]]
[[Category:Proposed public transport in India]]
[[Category:Metropolitan transport agencies of India]]
[[Category:Standard gauge railways in India]]
[[Category:Proposed railway lines in India]]

Barsi Light Railway

2017-09-01T07:57:10Z

Punyaboy:

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}

'''Barsi Light Railway (BLR)''' was a {{convert|202|mi|km|sing=on}} long, {{RailGauge|2ft6in|lk=on}} [[narrow-gauge railway]] between [[Miraj]] and [[Latur]] in the state of [[Maharashtra]] in [[India]]. It was the brainchild of [[United Kingdom|British]] engineer [[Everard Calthrop]], and regarded as having revolutionised narrow-gauge railway construction in India.

==History==

Calthrop worked as a locomotive inspector for the [[Great Indian Peninsula Railway]] (GIPR), and in 1886 requested leave to investigate proposals for independent branch lines. He identified two schemes of particular interest – a {{convert|5|mi|km|0|sing=on}} tramway connecting the [[Hindu]] religious centre of [[Nasik]] with the railway, and a {{convert|21|mi|km|sing=on}} branch line to the town of [[Barsi]]. The Great Indian Peninsula Railway approved both schemes, and Calthrop undertook a survey of both lines. In 1887 he registered the Indian Railways Feeder Lines Company in [[London]] to promote the construction of feeders to the railway, and began negotiations with the Indian government to build the Barsi Light Railway. The GIPR suggested that he either return to his duties as a locomotive inspector, or resign (with its support) to further promote branch lines. His health was failing, and in 1889 Calthrop resigned from the GIPR. Working as a consultant, he then supervised construction of the {{RailGauge|2ft6in}} gauge horse-powered [[Trams in India#Nasik|Nasik Tramway]] using his previous survey.<ref name=Gratton>Gratton, Robert, 2005,''The Leek & Manifold Valley Light Railway'', RCL Publications.</ref>

In 1895 the negotiations that began in 1887 were finally successful and Calthrop formed a new company to build the Barsi Light Railway, employing himself as consulting engineer.<ref name=Gratton/> Calthrop surmised that the [[axle load]] on the [[Wheelset (rail transport)|axles]] of all [[rolling stock]] (including locomotives) could be equal, allowing maximum loading of goods wagons. He settled on a load of {{convert|5|LT|t ST|1|lk=on}} per axle, which was light enough to allow railway lines to be built with {{convert|30|lb/yd|kg/m|1}} [[Rail profile#Rail sizes|rail]]. Further, he argued that using a [[track gauge]] of {{RailGauge|2ft6in}} was the best compromise between economy of construction and carrying capacity.<ref name=Calthrop>Calthrop, E. R., 1997,''Light Railway Construction'', Plateway Press.</ref> Five 0-8-4T locomotives (with even distribution of axle load) were constructed to Calthrop's specification by [[Kitson and Company]]. The goods rolling stock was constructed on common {{convert|25|by|7|ft|m|2|abbr=on|lk=on}} pressed-steel underframes, reducing [[tare weight]] and maximising wagon loads. Calthrop recognised the importance of railways in warfare, and designed the rolling stock to facilitate the movement of troops and equipment.<ref name=Calthrop/> Rolling stock rode on pressed-steel Fox [[bogie]]s, using the Timmis system of [[Coil spring|double coiled springs]].<ref name=Engineering>anon ''Engineering'' 12 January 1897.</ref> The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the [[Rim (wheel)#Railroad usage|rim]] of the [[wheel]]s. Inclination is now applied universally to railways.<ref>{{cite web |url=http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html|title=The Leek and Manifold Light Railway |accessdate=2008-06-02 |author=Lewis, Nick|date= |work=Narrow Gauge Pleasure |publisher=| archiveurl= https://web.archive.org/web/20080509050715/http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html| archivedate= 9 May 2008 | deadurl= no}}</ref> Prior to shipment of the rolling stock to India, Calthrop and the [[Leeds Forge Company]], manufacturer of the rolling stock, conducted tests on a specially built test track located at Newlay, near [[Leeds]]. The line was opened for inspection by railway officials and journalists, and a number of reports were published in the technical railway press.<ref name=NGIRMR>anon ''E R Calthrop & the Newlay Exhibition'' Narrow Gauge & Industrial Railway Modelling Review No. 69 Jan 2007</ref>

The BLR finally opened in 1897, and was extended on a number of occasions until it reached a total length of {{convert|202|mi|km|0|abbr=on}} in 1927.<ref name=Hughes>Hughes, Hugh 1994 ''Indian Locomotives Pt. 3, Narrow Gauge 1863-1940''. Continental Railway Circle.</ref> It is regarded as having revolutionised the narrow-gauge railway system on the Indian subcontinent;<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=2008-06-02 |author=Bhandari, R R |date= |work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref> the railway was immensely successful, establishing Calthrop as one of the leading figures in the field.<ref name=Turner>Turner, Keith 1980, ''The Leak and Manifold Light Railway'', Newton Abbot, David & Charles.</ref> Calthrop remained Consulting Engineer until he retired, due to ill health, two years before his death.<ref name=Gratton/> The BLR continued to be operated as a privately owned railway until 1954, when it was purchased by the [[Indian Railways]].

== Influences ==

Internationally, other narrow-gauge railways copied the Calthrop ideas, such as the [[Narrow-gauge lines of the Victorian Railways|Victorian narrow-gauge railways]] in [[Australia]], which was persuaded to change from {{railgauge|610mm}} gauge to {{railgauge|762mm}} gauge so as to use the rolling stock designs already available for this gauge. The four lines in [[Victoria (Australia)|Victoria]] totalled 190.7 miles in length.

== Conversion to broad gauge ==

The Kurduwadi–Miraj section was converted to broad gauge in 2002. The Latur–Osmanabad section was converted to broad gauge in September 2007. (Osmanabad did not lie on the narrow-gauge railway line and the alignment was changed for the new broad-gauge track to pass through Osmanabad). Finally the remaining Osmanabad–Kurduwadi section of broad-gauge track became operational in October 2008.<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=11 August 2015|author=Bhandari, R R|work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref>

== References ==
{{reflist|30em}}

{{Railways in Western India}}

[[Category:2 ft 6 in gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway lines opened in 1897]]
[[Category:Rail transport in Maharashtra]]

Cochin State Forest Tramway

2017-08-31T07:35:32Z

Punyaboy: /* External links */

{{Use dmy dates|date=April 2017}}
{{Use Indian English|date=April 2017}}
{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

The '''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line that ran from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to the town of [[Chalakudy]] in [[Thrissur District]] in India. Operating from 1907 to 1963, it served the [[Kingdom of Cochin|State of Cochin]] and brought prosperity by enabling the transport of [[teak]] and [[rosewood]] from the forest into town. These goods could then be exported abroad.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of a forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests of the city of [[Kochi|Cochin]], and was implemented by V. Alwar Chetty, a forest officer on special duty. British officers Haldwell and Floukes performed the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid down the lines. The tramway was built during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] [[Oliver Russell, 2nd Baron Ampthill|Sir Oliver Russell, 2nd Baron Ampthill]], inaugurated its construction on October 3, 1905. The tramway began operating in 1907. On June 26, 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for the protection and management of the tramway.

===Tram routes===
The tramway was divided into three sections: the first started from [[Chalakudy]] and ended at Anapantham, covering a length of 21 miles; the second ran from Kavalai to Pothupara, covering six miles; and the third ran from Komalapara to Chinnar, covering 22.5 miles. The total length of tramway was 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

===Machinery===
[[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.{{citation needed|date=July 2017}}

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway, but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.{{citation needed|date=July 2017}}
The staff was absorbed in various departments of Government.

==Legacy==
[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|[[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]]

The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools, etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route, was constructed by the earnings from the tramway. [[Willingdon Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.{{citation needed|date=July 2017}}

==References==
{{Reflist|30em}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* https://web.archive.org/web/20110511044446/http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* https://archive.is/20130411143944/http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Trams in India}}
{{Railways in Southern India}}

[[Category:Tram transport in India]]
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Kingdom of Cochin]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Nepal Government Railway

2017-08-19T09:57:37Z

Punyaboy: /* History */

[[File:Ngr train 1950s.jpg|thumb|Nepal Government Railway in the 1950s]]
{{Location map many | Nepal
| AlternativeMap = Nepal relief location map.jpg
| width = 350
| caption = Location in Nepal
| float = right
| label = Raxaul
| pos = bottom
| marksize = 8
| lat_deg = 26.98
| lon_deg = 84.85
| label2 = Amlekhganj
| pos2 = top
| mark2size = 8
| lat2_deg = 27.28
| lon2_deg = 84.98
}}
The '''Nepal Government Railway''' ('''NGR''') was [[Nepal]]'s first [[railway]]. Established in 1927 and closed in 1965, it linked [[Amlekhganj]] with [[Raxaul]] across the border in India in the south. The {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway was 47 km long.<ref>{{cite book |last= United States Department of Commerce, Bureau of Foreign and Domestic Commerce |first= |authorlink= |title= Commerce Reports Nos.14-26. Volume 2 |url= http://books.google.com.np/books?ei=V7ryUZGQKYOGrAf374CQBQ&id=Q2cWcqhwtBsC&dq=amlekhganj+railway&q=amlekhganj |accessdate=26 July 2013 |year=1927 |publisher= |location= |isbn= |page=148}}</ref><ref>{{cite book |last= Tilman |first=H.W. |authorlink= |title= Nepal Himalaya |url=http://himalaya.socanth.cam.ac.uk/collections/rarebooks/downloads/Tilman_Nepal_Himalaya.pdf |accessdate=26 July 2013 |year=1952 |publisher= |location= |isbn= |page=9}}</ref>

==History==

In 1923, a short narrow gauge railway was built by J. V. Collier of the Indian Forest Service to transport Nepalese timber to India. Collier had been assigned by Nepal's [[Rana dynasty|Rana]] prime minister to manage the forest department in Nepal. In the winter of 1924, [[Martin's Light Railways|Martin and Co.]] of [[Kolkata]] conducted a survey to construct a light railway from the border north to Bichako (Amlekhganj).<ref>{{cite book |last= Landon |first= Perceval |year=1928 |title=Nepal |publisher= Constable and Co. Ltd. |location=London |url= http://www.scribd.com/doc/53135995/Nepal-Vol-II-Percival-Landon |pages=197, 201 |accessdate=20 September 2013}}</ref>

Construction began in March 1926, and the Nepal Government Railway opened on 16 February 1927.<ref>{{cite book |last=Aitchison |first=Sir Charles Umpherston |authorlink= |title= A Collection of Treaties, Engagements and Sanads Relating to India and Neighbouring Countries, Volume 14 |url= http://books.google.com.np/books?id=YsElAAAAMAAJ&q=amlekhgunj+train&dq=amlekhgunj+train&hl=en&sa=X&ei=kmL2UZfzFoTTrQf4lICIDQ&redir_esc=y |accessdate=29 July 2013 |year=1929 |publisher= Government of India Central Publication Branch |location= |isbn= |page=47}}</ref> The narrow gauge railway used a track gauge of {{RailGauge|2ft6in}}. The railway possessed seven steam locomotives, 12 coaches and 82 wagons.<ref>{{cite web |url= http://lcweb2.loc.gov/frd/cs/nptoc.html#np0087 |title= Railroads |author= |date=22 March 2011 |website= A Country Study: Nepal |publisher= The Library of Congress |accessdate=26 July 2013}}</ref> It operated steam-powered [[Garratt]] locomotives manufactured by [[Beyer, Peacock and Company]] of the [[United Kingdom]].<ref>{{cite web |url= http://www.beyergarrattlocos.co.uk/bp.html |title= Garratt Locomotives produced by Beyer Peacock |author= |date= |website= |publisher= |accessdate=29 July 2013}}</ref>

Until the highway was built, the Amlekhganj-Raxaul railway was the only route indirectly connecting the capital [[Kathmandu]] with India. From Kathmandu, travellers journeyed over the hills on foot, and then by lorry to Amlekhganj where they took the train to India.<ref>{{cite web |url= http://www.sugata.info/htm/1954Nepal.htm |title= Nepal 1954 |author= |date= |website= |publisher= |accessdate=26 July 2013}}</ref> The need to walk was eliminated after [[Tribhuvan Highway]] linking Kathmandu with Amlekhganj was built in 1956. The first daily bus service began operating on it in 1959, conducted by a private company named [[Nepal Transport Service]].<ref>{{cite news|last=Tuladhar|first=Kamal Ratna|title=Nepal took the bus half a century ago|url=http://www.ekantipur.com/the-kathmandu-post/2008/09/28/expression/nepal-took-the-bus-a-half-century-ago/162128/|accessdate=27 July 2013|newspaper=The Kathmandu Post|date=26 September 2008}}</ref><ref>{{cite news|last= Shrestha |first= Surya Bahadur |title= Railway Development In Nepal |url= http://www.gorkhapatra.org.np/gopa.detail.php?article_id=18466&cat_id=10 |accessdate=27 July 2013|newspaper=The Rising Nepal|date=}}</ref>

===Closure===
The Nepal Government Railway remained in service till 1965 when the construction of a modern highway linking the southern border made it redundant.<ref>{{cite book |author= |title= A National Transport System for Nepal |url= http://www-wds.worldbank.org/external/default/WDSContentServer/WDSP/IB/2003/01/18/000178830_98101903524881/Rendered/PDF/multi0page.pdf |location= Washington, D.C.
|publisher=World Bank |page=22 |date= June 1965 | accessdate=25 May 2014}}</ref> The railway was closed down 1965 subsequently.

==In popular culture==

The Nepal Government Railway appears in the opening scenes of the first [[Nepali language|Nepali]] film [[Aama (film)|''Aama'']] ("Mother") made by the government of Nepal and released in 1964. It shows the hero, a [[Gorkha regiments (India)|Gurkha]] soldier returning to Nepal on leave, travelling on the train as he heads for home.

==Gallery==

<gallery>
File:Nepal govt train.jpg|<div align ="center">Nepal Government Railway in 1927.</div>
File:Ngr no 4 ca 1932.jpg|<div align ="center">NGR locomotive No. 4, ca 1932.</div>
File:Ngr locomotive 1947.jpg|<div align ="center">NGR locomotive, ca 1947.</div>
File:Ngr raxaul 1951.jpg|<div align ="center">NGR at Raxaul station in 1951.</div>
File:Aama ngr still.jpg |<div align ="center">A still from the movie ''Aama'' (1964).
File:Nepal govt rail ticket.jpg|thumb|Train ticket Raxaul-Simra</div>

</gallery>

==See also==

* [[Nepal Railways]]

==References==
{{Reflist}}

[[Category:2 ft 6 in gauge railways in Nepal]]
[[Category:History of transport in Nepal]]
[[Category:Defunct railway companies]]
[[Category:Defunct railroads]]

Barsi Light Railway

2017-08-02T09:07:25Z

Punyaboy:

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}

'''Barsi Light Railway (BLR)''' was a {{convert|202|mi|km|sing=on}} long, {{RailGauge|2ft6in|lk=on}} [[narrow-gauge railway]] between [[Miraj]] and [[Latur]] in the state of [[Maharashtra]] in [[India]]. It was the brainchild of [[United Kingdom|British]] engineer [[Everard Calthrop]], and regarded as having revolutionised narrow-gauge railway construction in India.

==History==

Calthrop worked as a locomotive inspector for the [[Great Indian Peninsula Railway]] (GIPR), and in 1886 requested leave to investigate proposals for independent branch lines. He identified two schemes of particular interest – a {{convert|5|mi|km|0|sing=on}} tramway connecting the [[Hindu]] religious centre of [[Nasik]] with the railway, and a {{convert|21|mi|km|sing=on}} branch line to the town of [[Barsi]]. The Great Indian Peninsula Railway approved both schemes, and Calthrop undertook a survey of both lines. In 1887 he registered the Indian Railways Feeder Lines Company in [[London]] to promote the construction of feeders to the railway, and began negotiations with the Indian government to build the Barsi Light Railway. The GIPR suggested that he either return to his duties as a locomotive inspector, or resign (with its support) to further promote branch lines. His health was failing, and in 1889 Calthrop resigned from the GIPR. Working as a consultant, he then supervised construction of the {{RailGauge|2ft6in}} gauge horse-powered [[Tram transport in India#Nasik|Nasik Tramway]] using his previous survey.<ref name=Gratton>Gratton, Robert, 2005,''The Leek & Manifold Valley Light Railway'', RCL Publications.</ref>

In 1895 the negotiations that began in 1887 were finally successful and Calthrop formed a new company to build the Barsi Light Railway, employing himself as consulting engineer.<ref name=Gratton/> Calthrop surmised that the [[axle load]] on the [[Wheelset (rail transport)|axles]] of all [[rolling stock]] (including locomotives) could be equal, allowing maximum loading of goods wagons. He settled on a load of {{convert|5|LT|t ST|1|lk=on}} per axle, which was light enough to allow railway lines to be built with {{convert|30|lb/yd|kg/m|1}} [[Rail profile#Rail sizes|rail]]. Further, he argued that using a [[track gauge]] of {{RailGauge|2ft6in}} was the best compromise between economy of construction and carrying capacity.<ref name=Calthrop>Calthrop, E. R., 1997,''Light Railway Construction'', Plateway Press.</ref> Five 0-8-4T locomotives (with even distribution of axle load) were constructed to Calthrop's specification by [[Kitson and Company]]. The goods rolling stock was constructed on common {{convert|25|by|7|ft|m|2|abbr=on|lk=on}} pressed-steel underframes, reducing [[tare weight]] and maximising wagon loads. Calthrop recognised the importance of railways in warfare, and designed the rolling stock to facilitate the movement of troops and equipment.<ref name=Calthrop/> Rolling stock rode on pressed-steel Fox [[bogie]]s, using the Timmis system of [[Coil spring|double coiled springs]].<ref name=Engineering>anon ''Engineering'' 12 January 1897.</ref> The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the [[Rim (wheel)#Railroad usage|rim]] of the [[wheel]]s. Inclination is now applied universally to railways.<ref>{{cite web |url=http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html|title=The Leek and Manifold Light Railway |accessdate=2008-06-02 |author=Lewis, Nick|date= |work=Narrow Gauge Pleasure |publisher=| archiveurl= https://web.archive.org/web/20080509050715/http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html| archivedate= 9 May 2008 | deadurl= no}}</ref> Prior to shipment of the rolling stock to India, Calthrop and the [[Leeds Forge Company]], manufacturer of the rolling stock, conducted tests on a specially built test track located at Newlay, near [[Leeds]]. The line was opened for inspection by railway officials and journalists, and a number of reports were published in the technical railway press.<ref name=NGIRMR>anon ''E R Calthrop & the Newlay Exhibition'' Narrow Gauge & Industrial Railway Modelling Review No. 69 Jan 2007</ref>

The BLR finally opened in 1897, and was extended on a number of occasions until it reached a total length of {{convert|202|mi|km|0|abbr=on}} in 1927.<ref name=Hughes>Hughes, Hugh 1994 ''Indian Locomotives Pt. 3, Narrow Gauge 1863-1940''. Continental Railway Circle.</ref> It is regarded as having revolutionised the narrow-gauge railway system on the Indian subcontinent;<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=2008-06-02 |author=Bhandari, R R |date= |work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref> the railway was immensely successful, establishing Calthrop as one of the leading figures in the field.<ref name=Turner>Turner, Keith 1980, ''The Leak and Manifold Light Railway'', Newton Abbot, David & Charles.</ref> Calthrop remained Consulting Engineer until he retired, due to ill health, two years before his death.<ref name=Gratton/> The BLR continued to be operated as a privately owned railway until 1954, when it was purchased by the [[Indian Railways]].

== Influences ==

Internationally, other narrow-gauge railways copied the Calthrop ideas, such as the [[Narrow-gauge lines of the Victorian Railways|Victorian narrow-gauge railways]] in [[Australia]], which was persuaded to change from {{railgauge|610mm}} gauge to {{railgauge|762mm}} gauge so as to use the rolling stock designs already available for this gauge. The four lines in [[Victoria (Australia)|Victoria]] totalled 190.7 miles in length.

== Conversion to broad gauge ==

The Kurduwadi–Miraj section was converted to broad gauge in 2002. The Latur–Osmanabad section was converted to broad gauge in September 2007. (Osmanabad did not lie on the narrow-gauge railway line and the alignment was changed for the new broad-gauge track to pass through Osmanabad). Finally the remaining Osmanabad–Kurduwadi section of broad-gauge track became operational in October 2008.<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=11 August 2015|author=Bhandari, R R|work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref>

== References ==
{{reflist|30em}}

{{Railways in Western India}}

[[Category:2 ft 6 in gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway lines opened in 1897]]
[[Category:Rail transport in Maharashtra]]

Fairy Queen (Lokomotive)

2017-07-30T09:47:05Z

Punyaboy: /* In fiction */

{{DISPLAYTITLE:''Fairy Queen'' (locomotive)}}
{{good article}}
{{Infobox locomotive
| name = '''Fairy Queen<br>फेयरी क्वीन'''
| image =
| caption =
| powertype = Steam
| builder = [[Kitson and Company|Kitson, Thompson and Hewitson]]
| serialnumber = 481
| builddate = 1855
| whytetype = [[2-2-2]]T
| uicclass = 1A1 n2t
| gauge = {{track gauge|5ft6in|lk=on}}
| driverdiameter = {{convert|72|in|0|abbr=on}}
| locoweight = {{convert|26|t|abbr=on}}
| tenderweight = {{convert|2|t|abbr=on}}
| watercap = {{convert|3000|L|impgal USgal|abbr=on}}
| cylindercount = 2
| cylindersize = {{convert|12|x|22|in|mm|0|abbr=on}}
| maxspeed = {{convert|40|km/h|mph|abbr=on}}
| poweroutput = {{convert|130|hp|abbr=on}}
| operator = [[East Indian Railway Company]]
| fleetnumbers = 22
| retiredate =1909
| restoredate =18 July 1997
| disposition = Operating from [[New Delhi]], [[Delhi]] to [[Alwar]], [[Rajasthan]]
}}

The '''''Fairy Queen''''' is a 1855-built [[steam locomotive]], restored and housed at 1893-built [[Rewari Railway Heritage Museum]], plying between the [[India]]n capital of [[New Delhi]] and [[Alwar]], in [[Rajasthan]]. Built in 1855, it was certified by the ''[[Guinness World Records|Guinness Book of Records]]'' in 1998 as being the world's oldest one in regular operation after being restored to haul a [[luxury trains|luxury train]] in order to boost tourism in Rajasthan. The ''Fairy Queen'' runs on the same basis as the ''[[Palace on Wheels]]'', the [[tourist train]] launched in 1982, and in 1999 was awarded a National Tourism Award.

The {{track gauge|5ft6in}} [[Indian gauge]] locomotive was built in [[England]] in 1855, and has a two-cylinder engine with a power output of {{convert|130|hp}}, producing a top speed of {{convert|40|km/h|mph}}. It was placed in service by the [[East Indian Railway Company]] in [[West Bengal]], where it hauled troop trains during the [[Indian Rebellion of 1857]], and was withdrawn from service in 1909 and displayed on a pedestal in [[Howrah]] until 1943. Heritage status was accorded in 1972 and the locomotive was restored as an exhibit at the [[National Rail Museum, New Delhi|National Rail Museum]] in [[Delhi]]. Restored to full working order, in 1997 the ''Fairy Queen'' returned to commercial service for the first time in 88 years.

In 2011, it was discovered that rare locomotive parts that were "as good as irreplaceable" had been looted. After a substantial rebuild, the engine was returned to working order in December 2012.

==History==
[[File:Rewari Railway Heritage Museum.JPG|thumb|[[Rewari Railway Heritage Museum]] (formerly ''Rewari Steam Locomotive Shed'') is the home of ''Fairy Queen'']]
The locomotive was constructed by [[Kitson and Company|Kitson, Thompson and Hewitson]] at [[Leeds]], in [[England]], in 1855, and reached [[Kolkata]], then known as ''Calcutta'', in the same year.<ref name="rao">{{cite book|last=Rao|first=Jammi Srinivasa|title=History of Rotating Machinery Dynamics|year=2011|publisher=Springer Science and Business Media|location=Dordrecht|isbn=978-94-007-1164-8|pages=32|url=https://books.google.com/books?id=-78QewtubgoC&pg=PA32&dq=%22Fairy+Queen%22+%22locomotive%22#v=onepage&q=%22Fairy%20Queen%22%20%22locomotive%22&f=false|accessdate=8 January 2013}}</ref> On arrival, it was given fleet number "22" by its owner, the [[East Indian Railway Company]], not receiving a name until 1895.<ref name="pitara">{{cite web|title=Which is the World's Oldest Working Locomotive?|url=http://www.pitara.com/discover/5wh/online.asp?story=108|publisher=Pitara Kids Network|accessdate=8 January 2013}}</ref> Initially, the {{track gauge|5ft6in}} gauge locomotive was used to haul light mail trains in [[West Bengal]], operating between [[Howrah]] and [[Raniganj]], and during the [[Indian Rebellion of 1857]] hauled troop trains. It was later consigned to line construction duty in [[Bihar]], where it served until 1909.<ref name="pitara"/><ref name="travpr" >{{cite web|title=Fairy Queen All Set to Embark on Her Maiden Voyage|url=http://www.travpr.com/pr-20488-fairy-queen-all-set-to-embark.html|publisher=TravPR|date=21 December 2012|accessdate=8 January 2013}}</ref>

The ''Fairy Queen'' spent the next 34 years on a pedestal outside [[Howrah station]].<ref name="Ahrons, Faerie Queen" >{{harvnb|Ahrons, British Steam Railway Locomotive|pages=142}}</ref> In 1943, the locomotive was moved to the Railway Zonal Training School at [[Chandausi]], in [[Uttar Pradesh]], where it served as a curiosity object for many of the students based there.<ref name="pitara"/>

=== ''Express'' ===
A number of similar locomotives were built around the same time as the ''Fairy Queen''. These were supplied by [[Kitson and Company|Kitson, Thompson and Hewitson]] and also by [[Avonside Engine Company|Stothert, Slaughter and Company]] of [[Bristol]]. One of these, Stothert-built ''Express'', had been preserved at [[Jamalpur Locomotive Workshop]], in [[Bihar]], since 1901.<ref name="Ahrons, Express" >{{cite book|title=The British Steam Railway Locomotive|last=Ahrons|first=E.L. |authorlink=E.L. Ahrons|volume=I, to 1925|publisher=[[Ian Allan Publishing|Ian Allan]]|year=1966|ref={{harvid|Ahrons, British Steam Railway Locomotive}}|pages=141–142}}</ref> As the inscription on ''Express''{{'}} pedestal claimed that it was the first locomotive to operate between [[Howrah]] and [[Raniganj]], and it was numbered "21" by the [[East Indian Railway Company]], it has been claimed that ''Express'' is the older of the two. ''Express'' was restored for running in 2011, making it a contender as the world's oldest operating steam locomotive.<ref>{{Cite news|title=At the age of 156, she is no mere showpiece|newspaper=[[The Hindu]]|date= 16 August 2011|author=M. Dinesh Verma|location=Chennai|url=http://www.thehindu.com/news/cities/Chennai/article2360052.ece}}</ref><ref>{{Cite news|title=Special run for oldest locomotive|newspaper=[[The Times of India]]|date=16 August 2011|location=Chennai|url=http://articles.timesofindia.indiatimes.com/2011-08-16/chennai/29892008_1_steam-engine-chennai-egmore-jamalpur-loco-works}}</ref>

==Specifications==
The ''Fairy Queen'' was built by [[Kitson and Company|Kitson, Thompson and Hewitson]] at [[Leeds]] in [[England]] in 1855.<ref name="rao"/> The coal-fired engine is powered by two outside [[cylinder (engine)|cylinders]] measuring {{convert|12|x|22|in|mm}}, and has a power output of {{convert|130|hp}}, producing a maximum speed of {{convert|40|km/h|mph}}. It carries {{convert|3000|L|impgal USgal}} of water in an underslung water tank. The locomotive weighs {{convert|26|t|lt}}, and the [[Tender (rail)|coal tender]] {{convert|2|t}}.<ref name="indian railways">{{cite web|title=The Fairy Queen |url=http://www.indianrailways.gov.in/railwayboard/view_section.jsp?lang=0&id=0,2,320,378,1062 |publisher=Indian Railways |accessdate=8 January 2013 |deadurl=yes |archiveurl=https://web.archive.org/web/20130115175935/http://www.indianrailways.gov.in/railwayboard/view_section.jsp?lang=0&id=0%2C2%2C320%2C378%2C1062 |archivedate=15 January 2013 |df= }}</ref> Built for the {{track gauge|5ft6in}} [[Indian gauge]], it has a [[2-2-2]] [[wheel arrangement]], developed by [[Robert Stephenson and Company]] in 1833, with a [[driving wheel]] measuring {{convert|1829|mm|in}} in diameter.<ref name="indian railways"/><ref>{{cite web|title=Records of Robert Stephenson and Company, Locomotive Manufacturers, Newcastle upon Tyne|url=http://www.nrm.org.uk/~/media/Files/NRM/PDF/archiveslists2012/businesses/Intro%20to%20RS%20co%20archive%20%20drawing%20lists.pdf|publisher=National Railway Museum|accessdate=23 February 2013}}</ref>

==Restoration==
The Indian government bestowed heritage status on the ''Fairy Queen'' in 1972, rendering it a [[national treasure]]. It was restored and given a special spot in the newly built [[National Rail Museum, New Delhi|National Rail Museum]] at [[Chanakyapuri]], in [[New Delhi]].<ref name="pitara"/>

Following the success of the ''[[Palace on Wheels]]'', the locomotive was restored to full working order in 1997, in preparation for its first mainline journey in 88 years and its return to commercial service on 18 July. The two-day excursion saw the train plying the {{convert|143|km|mi}} from New Delhi to [[Alwar]] in [[Rajasthan]], with passengers spending an overnight stay at the [[Sariska Tiger Reserve]]. The locomotive hauled a carriage capable of carrying 60 passengers at a maximum speed of {{convert|40|km/h|mph}}, with a service car holding a generator, compressor and pantry.<ref name="pitara"/><ref name="indian railways"/> The operation was repeated between December and February in the following years.<ref name="travpr"/><ref>{{cite book|last=de Bruyn|first=Pippa|title=Frommer's India|year=2010|publisher=Wiley Publishing|location=Hoboken|isbn=978-0-470-55610-8|pages=60|url=https://books.google.com/books?id=oMG1-ApVtVAC&pg=PA60&dq=%22Fairy+Queen%22+%22locomotive%22#v=onepage&q=%22Fairy%20Queen%22%20%22locomotive%22&f=false|edition=Fourth|last2=Bain|first2= Keith|last3= Allardice|first3= David|last4= Joshi|first4= Shonar|accessdate=8 January 2013}}</ref> It was certified by the ''[[Guinness World Records|Guinness Book of Records]]'' in 1998 as the world's oldest [[steam locomotive]] in regular operation.<ref name="shankar">{{cite web|title=National Rail Museum|url=http://www.angelfire.com/ak5/nrmindia/fairyqn.htm|publisher=S Shankar|accessdate=9 January 2013}}</ref> The following year, the train received a National Tourism Award for the most innovative and unique tourism project from [[Atal Bihari Vajpayee]], the then [[Prime Minister of India]].<ref name="indian railways"/>

In 2011, it was discovered that rare locomotive parts that were "as good as irreplaceable" had been stolen, and the locomotive was moved to [[Integral Coach Factory|Perambur Locomotive Workshops]] at [[Chennai]], in [[Tamil Nadu]], for repair.<ref>{{cite news|last=Dastidar|first=Avishek G|title=Fairy Queen Loot: No FIR, Only a Cover-up Plan|url=http://www.indianexpress.com/news/fairy-queen-loot-no-fir-only-a-coverup-plan/891090/0|accessdate=8 January 2013|newspaper=The Indian Express|date=23 December 2011|location=New Delhi}}</ref> On arrival, it was found that an estimated 50 to 60 parts had been looted, including the boiler, condensor, lubricator and flow tubes. The Deputy Chief Mechanical Engineer at the workshops stated "What we received is a dead body, a piece of metal whose every removable part has been removed, leaving only the metal shell. The list of parts to be procured is huge." Officials estimated that it could take at least a year to restore the engine, even if suppliers of replacement parts could be found.<ref>{{cite news|last=Dastidar|first=Avishek G|title=Fairy Queen Is in Need of a Magic Wand|url=http://www.indianexpress.com/news/fairy-queen-is-in-need-of-a-magic-wand/902776/0|accessdate=8 January 2013|newspaper=The Indian Express|date=23 January 2012|location=New Delhi}}</ref> Following a substantial rebuild, in which the workshops had to construct the missing parts themselves, the locomotive returned to service on 22 December 2012.<ref name="travpr"/><ref>{{cite web|title=Steam Express: Fairy Queen|url=http://www.indianluxurytrains.com/heritage-trains/steam-express|publisher=Indian Luxury Trains|accessdate=8 January 2013}}</ref><ref>{{cite web|last=Chandra |first=Nikhil |title=Indian Luxury Trains Adds "Fairy Queen" to its Portfolio |url=http://www.indianluxurytrains.com/news/steam-express-fairy-queen-train-23539.html |publisher=Indian Luxury Trains |date=21 December 2012 |accessdate=8 January 2013 |deadurl=yes |archiveurl=https://web.archive.org/web/20130101213354/http://www.indianluxurytrains.com/news/steam-express-fairy-queen-train-23539.html |archivedate= 1 January 2013 |df= }}{{dubious|date=November 2013}}</ref>

==In fiction==
In the 2016 ''[[Thomas & Friends]]'' film, ''[[Thomas & Friends: The Great Race|The Great Race]]'', a new character named Rajiv is based on ''Fairy Queen''.<ref>[http://metro.co.uk/2016/04/06/thomas-friends-the-great-race-unveils-diverse-train-line-up-5798197/ ''Thomas & Friends The Great Race unveils diverse train line-up''], retrieved 8 September 2016.</ref>

==See also==
{{colbegin}}
*[[Luxury rail in India]]
{{colend}}

== References ==
{{Reflist|colwidth=35em}}

==External links==
*[http://www.royalindiantrains.com/fairy-queen.html ''Fairy Queen'' website]
*[http://www.rangan-datta.info/Jewels%20of%20time.htm Rangan Datta: Jewels of Time: Delhi National Rail Museum]
*[http://www.leedsengine.info/leeds/histk.asp A M Johnson and K Ward: A Brief History of Kitson and Company]

{{Indian Luxury Trains}}
{{Indian Railways}}

[[Category:Individual locomotives of India]]
[[Category:Railway locomotives introduced in 1855]]
[[Category:Steam locomotives of India]]
[[Category:Preserved steam locomotives of India]]
[[Category:History of rail transport in India]]
[[Category:Tourism in Rajasthan]]
[[Category:Luxury trains in India]]
[[Category:Passenger locomotives]]
[[Category:5 ft 6 in gauge locomotives]]

Patiala State Monorail Trainways

2017-07-28T08:08:53Z

Punyaboy: /* External Links */

{{Infobox public transit
|box_width =
|name = Patiala State Monorail Trainways
|image = Patiala State Monorail System.jpg
|alt =
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|caption = Patiala State Monorail train at [[National Rail Museum, New Delhi]]
|owner =
|locale = [[Patiala State]]
|transit_type = [[Monorail]]
|lines = 2
|stations =
|ridership =
|annual_ridership =
|chief_executive =
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|began_operation = February 1907
|ended_operation = 1927
|operator =
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'''Patiala State Monorail Trainways''' ('''PSMT''') was a unique rail-guided, partially road-borne railways system running in [[Patiala]] ([[British India]]) from 1907 to 1927.<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif A mono-tramway opened in February, 1907 connects Basi with railway at Sirhind]</ref><ref>Unusual railways by Mr. J. R. Day and Mr. B. G. Wilson</ref> PSMT was the second monorail system in India, after the [[Kundala Valley Railway]],<ref>[http://www.telegraphindia.com/1130219/jsp/nation/story_16578498.jsp#.UT3OENZgfSg Mumbai gawks as train chugs overhead]. Telegraphindia.com (2013-02-19). Retrieved on 2013-07-29.</ref> and the only operational locomotive-hauled railway system built using the [[Ewing System]] in the world.<ref>Cassell's Railways of the World By Frederick Arthur Ambrose Talbot, 1924 edition</ref> The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although this only used [[Cattle|bullocks]] for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a narrow gauge railway in 1908,<ref>{{cite journal
|title=Sands of Time
|work=Newsletter of Tata Central Archives
|publisher=[[Tata Group|Tata]]
|volume=V
|issue=1
|date=January 2006
|url=http://www.tatacentralarchives.com/publications/newsletters/VOL-05-ISSUE-1-JAN-2006.pdf
|format=PDF
|pages=5–6
}}</ref> PSMT was the only monorail system in India until its closure in 1927. These were the only instances of a monorail train system in [[India]], until the [[Mumbai Monorail]] was opened on 2 February 2014.

A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian [[National Rail Museum]], [[New Delhi]].

==History of PSMT==
{{quote box|width=300px|quote= Whether it was the time or the place I do not know, but perhaps the two together conspired to bury this unique little line in the dust of time. I have found little more than brief published mentions of it and some of those were obviously mistaken conjecture. It was so different from other railways and indeed from other monorails that it was probably easier to dismiss it than to understand it. And yet, from what I can learn of it, it was effective, efficient, and exactly what the situation called for.<ref name=Dickens>{{cite web
|author=Donald W. Dickens
|title=The Patiala State Monorail Tramway — Possibly the world's most obscure railway...
|url=http://www.irfca.org/members/ddickens/PSMTMain.html
}}</ref> |source= '''Donald W. Dickens'''}}
[[Maharaja]] Sir [[Bhupinder Singh of Patiala]] got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was [[Colonel C. W. Bowles]]. Colonel Bowles has earlier successfully used monorail based on [[Ewing System]] (designed by [[William Thorold]]) during his stint as engineer during laying of tracks for [[Bengal Nagpur Railway]] for transportation of construction materials. Maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to make use of the 560 [[mule]]s being maintained by Patiala State.<ref name=Ambler>An Indian "Might-Have-Been", by H. R. Ambler, available at http://www.irfca.org/members/ddickens/PSMTArticle.html</ref> Apart from mules, [[Cattle|bullocks]] were also used to haul the monorail before introduction of steam locomotives on the route of PSMT.

The only published information about PSMT was in a 1908 edition of ''Imperial Gazetteer of India'' in which there was a brief mention. The gazetteer simply stated that ''"a mono-rail tramway, opened in February, 1907, connects [[Basi, Punjab|Basi]] with the railway at [[Sirhind]]"''.<ref>''Imperial Gazetteer of India" Volume 20, Page 44 – available at [http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif] – accessed on December 08, 2010</ref> An ordnance map of 1913 also shows a tramway running along west side of road, but does not mention the PSMT by name. Apart from the above, PSMT has not been mentioned in any official documents of that period in India.

==Advantage of using Ewing System==
The railways based on the Ewing System are basically monorails using a balancing wheel for balancing the train. The main load (almost 95%) is borne by the single rail while the rest is borne by the balancing wheel which runs on the ground. Further, in normal train systems, the rails have to be at almost exact level of other rail, failing which the train may go off the tracks. By using Ewing system, this problem is solved as the balancing wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used. Another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the [[macadam road]]s thus further reducing cost to lay down tracks.

Using one rail also means that the turning circle is far less than the standard trains. PSMT had to pass through some very congested areas. Since the space need to lay the tracks was less and balancing wheel could run on existing roads, PSMT succeeded in running through the congested urban areas of Patiala. The balancing wheel of PSMT ran on the roads and did not interfere with normal traffic.

PSMT could have been forerunner of mass transit system in urban areas in India. Its model still holds good for introducing mass transit system in congested urban areas where laying of train or tram tracks is not possible due to space constraint.

==Routes of PSMT==
The total distance covered by PSMT was {{convert|50|mi|km}}. PSMT was run on two unconnected lines. One ran {{convert|15|mi|km}} (24 km) from [[Sirhind]] to [[Morinda, India|Morinda]]. It was proposed to extend this line to [[Ropar]] but since Ropar was connected by a railway line, this idea was abandoned.<ref name=Ambler/>

The other line ran {{convert|35|mi|km}} from [[Patiala]] to [[Sunam]]. The lines were constructed by the firm of Marsland and Price. Today no trace of the tracks or any infrastructure of PSMT remains. However, information about the route was found in a letter by Colonel Bowles to Mr. Ambler. Colonel Bowles described the route of Patiala-Sunam line as starting from goods yard of [[North Western Railway]] (NWR) at Patiala. The PSMT then crossed the main railway line at a road level crossing nearby. It then went through walled city towards City Mandi and then took a turn north towards cantonment. Then it traveled along the main road to [[Bhawanigarh]] and then [[Sunam]].

The steam locomotive was probably used only on Patiala Sunam Line. In his letter to H. R. Ambler, Col. Bowles wrote that the locomotives were heavy for 18 lb/yd rail (9 kg/m), thus they were not used on Sirhind – Morinda line. Col. Bowles categorically stated that the steam locomotive did run between Patiala Station and City Mandi i.e. a distance of about a mile. Heavier rails (about 60 pounds per yard or 30 kg/m) of almost same length was found stored in PSMT Yard along with other dismantled equipments. Thus in all probabilities, the steam locomotive was used in hauling carriage only between Patiala Station and City Mandi.<ref name=Ambler/>

==Freight and passenger==
The route of the PSMT passed through one of the major agricultural areas of Punjab; the area around Patiala was known as the “wheat basket”. The old photographs of the PSMT show it carrying sacks of grain as well as people. Thus, the PSMT was used for both purposes.

==Steam locomotives==
PSMT initially used mules to pull the train. Later four [[steam locomotive]]s were acquired for pulling the coaches. It is not known whether the locomotives were used on both lines or only on Patiala Sunam line. These four locomotives were of [[0-3-0]] configuration and was built by [[Orenstein & Koppel]] (O&K) of [[Berlin]] in 1907 at cost of £500 to £600 each. Donald W. Dickens, in his article on the PSMT, described the locomotives as “These were an adaptation of the normal O&K [[0-6-0]]'s but had a double flanged driver in the centre of each axle rather than drivers at each end. The right-hand water tank was larger so that some of the weight shifted onto the {{convert|39|in|mm|adj=on}} diameter balance wheel which was attached beyond the enlarged water tank. The outside cylinders were 5½" × 14".The designer at O&K took advantage of the extra cab space behind the enlarged right-hand water tank and put the fire door on the right side of the fire box rather than at the back as is usually done. These locos were confined to the Patiala – Sunam line.”

The wheel arrangement of the locomotives were 0-3-0. The middle flange less wheel was of {{convert|50|cm|ftin}} diameter. Other two wheels were double flanged having groove depth of {{convert|2.15|cm|in}}. The locomotive had wheelbase of {{convert|119|cm|ftin}}.

==Rolling stock==
*Wagons were normally 8 feet long by 6 feet wide (2.4 by 1.8 m), with two {{convert|8|in|mm|adj=on}} diameter rail wheels. The coaches were supported by a road wheel of 98 cm diameter, set at {{convert|7|ft|m}} from the rail.
*The passenger coaches on the Sirhind Line were open-sided wagons with knifeboard seating.
*In 1908 there was a total of 75 goods wagons and 15 passenger coaches.
*According to Col. Bowles, there were a few {{convert|30|ft|m|adj=on}} long goods wagons, having two road wheels. Some of these wagons were also converted for use as passenger coaches by having transverse benches fitted in them.<ref>Unusual Railways by J. R. Day and B. G. Wilason</ref>

==Details about PSMT track==
The track of PSMT was constructed by firm named Marsland and Price, who were based in [[Bombay]]. The track was 18 pound per yard (9 kg/m) rail clipped to iron sleepers 10 in by 8 in by ½ in (250×200×50 mm).

On the Patiala – Sunam line, wooden sleepers 15 by 3 by 4 inches (380×75×100 mm) were initially used but were later replaced with iron sleepers due to [[termite]] infestation.

==Passengers, fares and cargo==
{{quote box|width=300px|quote= The PSMT was begun in 1907. Within a few years the advent of cars and trucks had the same effect on this line as it did on so many others. In 1927 the line was closed and here again it became unique. While most abandoned rail equipment is soon fed to the scrappers torch and furnace, the PSMT's equipment was simply walked away from. For 35 years it rested where it was left. If it were not for a Mr. Mike Satow, a historian of things railroady in India, who discovered the remains in 1962, it would have disappeared from memory by now and so this page is dedicated to him. Largely due to him, one locomotive was restored to full working order by the Northern Railway Workshops at Amritsar. They also reconstructed the Chief Engineer's private inspection car on an old underframe and the two were placed as an operating display at the National Railway Museum of India.<ref name=Dickens/> |source= '''Donald W. Dickens'''}}
The only account of operational details of PSMT is found in papers of Colonel Bowles. According to a memorandum dated October 2, 1908, found amongst Colonel Bowles papers, PSMT carried 20,000 passengers in a month on Sirhand – Morinda line. There are no details of the quantity of goods carried.

The fare is stated to be 1½ [[Anna (coin)|annas]] for the entire route. The rate for carrying goods is mentioned to be 1 anna per maund (80 lb).

There is no account available for fares or number of passenger or quantity of goods carried on Patiala – Sunam line.

==End of PSMT==
Around 1912, with the advent of [[automobile]]s and improved roads, PSMT began losing favour with people. Ultimately PSMT was closed on 1 October 1927. Maharaja Bhupinder Singh expired in 1938 and Col. Bowles, who was in England, on leave, did not have the heart to return. Thus, PSMT and all its records, photographs, etc., were left uncared for, in Patiala. Further, at that period, since there was no interest in Patiala for the PSMT, the documents, photographs etc. related to PSMT was not preserved and thus what could have been valuable source of information on this unique monorail was lost forever.

==Technical experiments in PSMT==
;Experiment using internal combustion engine
Colonel Bowles also experimented with a petrol driven locomotive on Sirhind section.<ref>Railways of the Raj; Author Mike Satow; Page 30</ref> Mr. Donald W. Dicken's article carries a picture captioned "Motor Engine Trial On Patiala State Monorailway". This picture shows four loaded vehicles being pulled by an "Ordinary Motor Car Engine". This experiment was supposedly carried out in 1930. This experiment was exception to animal power or steam power used to pull PSMT.<ref name=Dickens/> This would be first locally built internal combustion engine locomotive in [[Indian subcontinent]].

;Experiment using electric motor
There is a strong possibility that an experiment to run PSMT by using electric motors was carried out. In a BBC's documentary film on Indian Railways, Mike Satow showed the remains of PSMT lying in the PSMT railway yard. In one of the scenes showing undercarriage of PSMT, an electric motor attached to wheel is seen.<ref name=Dickens /> However, no documentary or photographic evidence exists of such experiment.

==Discovery of PSMT==
PSMT was forgotten even in Patiala, until its remains were discovered in a Public Work Department (PWD) shed by Mike Shatow in 1962. PSMT had not been a much publicised railway system. It had been briefly been mentioned in an article by H. A. Robinson in 1936. Thereafter John Day and Brian Wilson mentioned PSMT in detail in their book ''Unusual railways'' in 1957. Day got in touch with Colonel Bowles, who provided him some information and photographs of PSMT. Based on these information, Day wrote another article that appeared in ''Railway World'' magazine in 1962. Mike Satow took it upon himself to find the remains of PSMT and discovered the same in a PWD shed in Patiala in 1962. This article was read by H R Ambler, who did further research and wrote an article – "An Indian “Might-Have-Been”",<ref name=Ambler /> which was published in the February 1969 issue of ''The Railway Magazine''. Ultimately, due to the effort of Mike Satow and others, One PSMT locomotive (Number PSMT – 4)<ref name=RlyMus>{{cite web|url=http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |title=Archived copy |accessdate=February 26, 2008 |deadurl=yes |archiveurl=https://web.archive.org/web/20080509135002/http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |archivedate=May 9, 2008 }} accessed on November 15, 2008</ref> was restored along with Chief Engineer's private inspection car (this coach was rebuilt on original frame as a normal passenger coach). Both of these are on display at the Indian National Railway Museum, [[New Delhi]]. No information is available about the rest of the locomotives or coaches.

==PSMT at National Rail Museum==
After being restored, PSMT has become one of the star attractions of PSMT at National Rail Museum. It is regularly steamed up and runs on Sundays. It is open for public rides on Sundays as well as by special booking in advance.<ref name=RlyMus/>

==Gallery==
<gallery mode=packed class="center">
Delhi Railway Museum Monorail 05-02-17 M22.jpeg|Patiala State Monorail
PSMT Engine.jpg|Locomotive of PSMT
PSMT Coach.jpg| Coach of PSMT
Monorail steam train.jpg|PSMT in shed
</gallery>

==See also==
{{Commons category}}
*[[Monorail]]
*[[National Rail Museum, New Delhi]]

==References==
{{Reflist}}

==Further reading==
*{{cite journal |last1=Clarke |first1=John |last2= |first2= |date=February 1969 |title=An Indian Might-have-been|journal=[[The Railway Magazine|Railway Magazine]] |volume=115 |issue=814 |pages=72–76|url= |doi= |editor1-last=Cooke |editor1-first=B.W.C. |publisher=Tothill Press Ltd |location=London |issn=0033-8923 }}

==External Links==
{{Railways in Northern India}}

[[Category:Monorails in India]]
[[Category:Closed railway lines in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Punjab, India]]
[[Category:History of rail transport in India]]
[[Category:1910s establishments in British India]]
[[Category:1910 establishments in India]]
[[Category:1927 disestablishments in India]]

Patiala State Monorail Trainways

2017-07-28T07:59:19Z

Punyaboy: /* Gallery */

{{Infobox public transit
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}}

'''Patiala State Monorail Trainways''' ('''PSMT''') was a unique rail-guided, partially road-borne railways system running in [[Patiala]] ([[British India]]) from 1907 to 1927.<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif A mono-tramway opened in February, 1907 connects Basi with railway at Sirhind]</ref><ref>Unusual railways by Mr. J. R. Day and Mr. B. G. Wilson</ref> PSMT was the second monorail system in India, after the [[Kundala Valley Railway]],<ref>[http://www.telegraphindia.com/1130219/jsp/nation/story_16578498.jsp#.UT3OENZgfSg Mumbai gawks as train chugs overhead]. Telegraphindia.com (2013-02-19). Retrieved on 2013-07-29.</ref> and the only operational locomotive-hauled railway system built using the [[Ewing System]] in the world.<ref>Cassell's Railways of the World By Frederick Arthur Ambrose Talbot, 1924 edition</ref> The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although this only used [[Cattle|bullocks]] for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a narrow gauge railway in 1908,<ref>{{cite journal
|title=Sands of Time
|work=Newsletter of Tata Central Archives
|publisher=[[Tata Group|Tata]]
|volume=V
|issue=1
|date=January 2006
|url=http://www.tatacentralarchives.com/publications/newsletters/VOL-05-ISSUE-1-JAN-2006.pdf
|format=PDF
|pages=5–6
}}</ref> PSMT was the only monorail system in India until its closure in 1927. These were the only instances of a monorail train system in [[India]], until the [[Mumbai Monorail]] was opened on 2 February 2014.

A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian [[National Rail Museum]], [[New Delhi]].

==History of PSMT==
{{quote box|width=300px|quote= Whether it was the time or the place I do not know, but perhaps the two together conspired to bury this unique little line in the dust of time. I have found little more than brief published mentions of it and some of those were obviously mistaken conjecture. It was so different from other railways and indeed from other monorails that it was probably easier to dismiss it than to understand it. And yet, from what I can learn of it, it was effective, efficient, and exactly what the situation called for.<ref name=Dickens>{{cite web
|author=Donald W. Dickens
|title=The Patiala State Monorail Tramway — Possibly the world's most obscure railway...
|url=http://www.irfca.org/members/ddickens/PSMTMain.html
}}</ref> |source= '''Donald W. Dickens'''}}
[[Maharaja]] Sir [[Bhupinder Singh of Patiala]] got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was [[Colonel C. W. Bowles]]. Colonel Bowles has earlier successfully used monorail based on [[Ewing System]] (designed by [[William Thorold]]) during his stint as engineer during laying of tracks for [[Bengal Nagpur Railway]] for transportation of construction materials. Maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to make use of the 560 [[mule]]s being maintained by Patiala State.<ref name=Ambler>An Indian "Might-Have-Been", by H. R. Ambler, available at http://www.irfca.org/members/ddickens/PSMTArticle.html</ref> Apart from mules, [[Cattle|bullocks]] were also used to haul the monorail before introduction of steam locomotives on the route of PSMT.

The only published information about PSMT was in a 1908 edition of ''Imperial Gazetteer of India'' in which there was a brief mention. The gazetteer simply stated that ''"a mono-rail tramway, opened in February, 1907, connects [[Basi, Punjab|Basi]] with the railway at [[Sirhind]]"''.<ref>''Imperial Gazetteer of India" Volume 20, Page 44 – available at [http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif] – accessed on December 08, 2010</ref> An ordnance map of 1913 also shows a tramway running along west side of road, but does not mention the PSMT by name. Apart from the above, PSMT has not been mentioned in any official documents of that period in India.

==Advantage of using Ewing System==
The railways based on the Ewing System are basically monorails using a balancing wheel for balancing the train. The main load (almost 95%) is borne by the single rail while the rest is borne by the balancing wheel which runs on the ground. Further, in normal train systems, the rails have to be at almost exact level of other rail, failing which the train may go off the tracks. By using Ewing system, this problem is solved as the balancing wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used. Another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the [[macadam road]]s thus further reducing cost to lay down tracks.

Using one rail also means that the turning circle is far less than the standard trains. PSMT had to pass through some very congested areas. Since the space need to lay the tracks was less and balancing wheel could run on existing roads, PSMT succeeded in running through the congested urban areas of Patiala. The balancing wheel of PSMT ran on the roads and did not interfere with normal traffic.

PSMT could have been forerunner of mass transit system in urban areas in India. Its model still holds good for introducing mass transit system in congested urban areas where laying of train or tram tracks is not possible due to space constraint.

==Routes of PSMT==
The total distance covered by PSMT was {{convert|50|mi|km}}. PSMT was run on two unconnected lines. One ran {{convert|15|mi|km}} (24 km) from [[Sirhind]] to [[Morinda, India|Morinda]]. It was proposed to extend this line to [[Ropar]] but since Ropar was connected by a railway line, this idea was abandoned.<ref name=Ambler/>

The other line ran {{convert|35|mi|km}} from [[Patiala]] to [[Sunam]]. The lines were constructed by the firm of Marsland and Price. Today no trace of the tracks or any infrastructure of PSMT remains. However, information about the route was found in a letter by Colonel Bowles to Mr. Ambler. Colonel Bowles described the route of Patiala-Sunam line as starting from goods yard of [[North Western Railway]] (NWR) at Patiala. The PSMT then crossed the main railway line at a road level crossing nearby. It then went through walled city towards City Mandi and then took a turn north towards cantonment. Then it traveled along the main road to [[Bhawanigarh]] and then [[Sunam]].

The steam locomotive was probably used only on Patiala Sunam Line. In his letter to H. R. Ambler, Col. Bowles wrote that the locomotives were heavy for 18 lb/yd rail (9 kg/m), thus they were not used on Sirhind – Morinda line. Col. Bowles categorically stated that the steam locomotive did run between Patiala Station and City Mandi i.e. a distance of about a mile. Heavier rails (about 60 pounds per yard or 30 kg/m) of almost same length was found stored in PSMT Yard along with other dismantled equipments. Thus in all probabilities, the steam locomotive was used in hauling carriage only between Patiala Station and City Mandi.<ref name=Ambler/>

==Freight and passenger==
The route of the PSMT passed through one of the major agricultural areas of Punjab; the area around Patiala was known as the “wheat basket”. The old photographs of the PSMT show it carrying sacks of grain as well as people. Thus, the PSMT was used for both purposes.

==Steam locomotives==
PSMT initially used mules to pull the train. Later four [[steam locomotive]]s were acquired for pulling the coaches. It is not known whether the locomotives were used on both lines or only on Patiala Sunam line. These four locomotives were of [[0-3-0]] configuration and was built by [[Orenstein & Koppel]] (O&K) of [[Berlin]] in 1907 at cost of £500 to £600 each. Donald W. Dickens, in his article on the PSMT, described the locomotives as “These were an adaptation of the normal O&K [[0-6-0]]'s but had a double flanged driver in the centre of each axle rather than drivers at each end. The right-hand water tank was larger so that some of the weight shifted onto the {{convert|39|in|mm|adj=on}} diameter balance wheel which was attached beyond the enlarged water tank. The outside cylinders were 5½" × 14".The designer at O&K took advantage of the extra cab space behind the enlarged right-hand water tank and put the fire door on the right side of the fire box rather than at the back as is usually done. These locos were confined to the Patiala – Sunam line.”

The wheel arrangement of the locomotives were 0-3-0. The middle flange less wheel was of {{convert|50|cm|ftin}} diameter. Other two wheels were double flanged having groove depth of {{convert|2.15|cm|in}}. The locomotive had wheelbase of {{convert|119|cm|ftin}}.

==Rolling stock==
*Wagons were normally 8 feet long by 6 feet wide (2.4 by 1.8 m), with two {{convert|8|in|mm|adj=on}} diameter rail wheels. The coaches were supported by a road wheel of 98 cm diameter, set at {{convert|7|ft|m}} from the rail.
*The passenger coaches on the Sirhind Line were open-sided wagons with knifeboard seating.
*In 1908 there was a total of 75 goods wagons and 15 passenger coaches.
*According to Col. Bowles, there were a few {{convert|30|ft|m|adj=on}} long goods wagons, having two road wheels. Some of these wagons were also converted for use as passenger coaches by having transverse benches fitted in them.<ref>Unusual Railways by J. R. Day and B. G. Wilason</ref>

==Details about PSMT track==
The track of PSMT was constructed by firm named Marsland and Price, who were based in [[Bombay]]. The track was 18 pound per yard (9 kg/m) rail clipped to iron sleepers 10 in by 8 in by ½ in (250×200×50 mm).

On the Patiala – Sunam line, wooden sleepers 15 by 3 by 4 inches (380×75×100 mm) were initially used but were later replaced with iron sleepers due to [[termite]] infestation.

==Passengers, fares and cargo==
{{quote box|width=300px|quote= The PSMT was begun in 1907. Within a few years the advent of cars and trucks had the same effect on this line as it did on so many others. In 1927 the line was closed and here again it became unique. While most abandoned rail equipment is soon fed to the scrappers torch and furnace, the PSMT's equipment was simply walked away from. For 35 years it rested where it was left. If it were not for a Mr. Mike Satow, a historian of things railroady in India, who discovered the remains in 1962, it would have disappeared from memory by now and so this page is dedicated to him. Largely due to him, one locomotive was restored to full working order by the Northern Railway Workshops at Amritsar. They also reconstructed the Chief Engineer's private inspection car on an old underframe and the two were placed as an operating display at the National Railway Museum of India.<ref name=Dickens/> |source= '''Donald W. Dickens'''}}
The only account of operational details of PSMT is found in papers of Colonel Bowles. According to a memorandum dated October 2, 1908, found amongst Colonel Bowles papers, PSMT carried 20,000 passengers in a month on Sirhand – Morinda line. There are no details of the quantity of goods carried.

The fare is stated to be 1½ [[Anna (coin)|annas]] for the entire route. The rate for carrying goods is mentioned to be 1 anna per maund (80 lb).

There is no account available for fares or number of passenger or quantity of goods carried on Patiala – Sunam line.

==End of PSMT==
Around 1912, with the advent of [[automobile]]s and improved roads, PSMT began losing favour with people. Ultimately PSMT was closed on 1 October 1927. Maharaja Bhupinder Singh expired in 1938 and Col. Bowles, who was in England, on leave, did not have the heart to return. Thus, PSMT and all its records, photographs, etc., were left uncared for, in Patiala. Further, at that period, since there was no interest in Patiala for the PSMT, the documents, photographs etc. related to PSMT was not preserved and thus what could have been valuable source of information on this unique monorail was lost forever.

==Technical experiments in PSMT==
;Experiment using internal combustion engine
Colonel Bowles also experimented with a petrol driven locomotive on Sirhind section.<ref>Railways of the Raj; Author Mike Satow; Page 30</ref> Mr. Donald W. Dicken's article carries a picture captioned "Motor Engine Trial On Patiala State Monorailway". This picture shows four loaded vehicles being pulled by an "Ordinary Motor Car Engine". This experiment was supposedly carried out in 1930. This experiment was exception to animal power or steam power used to pull PSMT.<ref name=Dickens/> This would be first locally built internal combustion engine locomotive in [[Indian subcontinent]].

;Experiment using electric motor
There is a strong possibility that an experiment to run PSMT by using electric motors was carried out. In a BBC's documentary film on Indian Railways, Mike Satow showed the remains of PSMT lying in the PSMT railway yard. In one of the scenes showing undercarriage of PSMT, an electric motor attached to wheel is seen.<ref name=Dickens /> However, no documentary or photographic evidence exists of such experiment.

==Discovery of PSMT==
PSMT was forgotten even in Patiala, until its remains were discovered in a Public Work Department (PWD) shed by Mike Shatow in 1962. PSMT had not been a much publicised railway system. It had been briefly been mentioned in an article by H. A. Robinson in 1936. Thereafter John Day and Brian Wilson mentioned PSMT in detail in their book ''Unusual railways'' in 1957. Day got in touch with Colonel Bowles, who provided him some information and photographs of PSMT. Based on these information, Day wrote another article that appeared in ''Railway World'' magazine in 1962. Mike Satow took it upon himself to find the remains of PSMT and discovered the same in a PWD shed in Patiala in 1962. This article was read by H R Ambler, who did further research and wrote an article – "An Indian “Might-Have-Been”",<ref name=Ambler /> which was published in the February 1969 issue of ''The Railway Magazine''. Ultimately, due to the effort of Mike Satow and others, One PSMT locomotive (Number PSMT – 4)<ref name=RlyMus>{{cite web|url=http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |title=Archived copy |accessdate=February 26, 2008 |deadurl=yes |archiveurl=https://web.archive.org/web/20080509135002/http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |archivedate=May 9, 2008 }} accessed on November 15, 2008</ref> was restored along with Chief Engineer's private inspection car (this coach was rebuilt on original frame as a normal passenger coach). Both of these are on display at the Indian National Railway Museum, [[New Delhi]]. No information is available about the rest of the locomotives or coaches.

==PSMT at National Rail Museum==
After being restored, PSMT has become one of the star attractions of PSMT at National Rail Museum. It is regularly steamed up and runs on Sundays. It is open for public rides on Sundays as well as by special booking in advance.<ref name=RlyMus/>

==Gallery==
<gallery mode=packed class="center">
Delhi Railway Museum Monorail 05-02-17 M22.jpeg|Patiala State Monorail
PSMT Engine.jpg|Locomotive of PSMT
PSMT Coach.jpg| Coach of PSMT
Monorail steam train.jpg|PSMT in shed
</gallery>

==See also==
{{Commons category}}
*[[Monorail]]
*[[National Rail Museum, New Delhi]]

==References==
{{Reflist}}

==Further reading==
*{{cite journal |last1=Clarke |first1=John |last2= |first2= |date=February 1969 |title=An Indian Might-have-been|journal=[[The Railway Magazine|Railway Magazine]] |volume=115 |issue=814 |pages=72–76|url= |doi= |editor1-last=Cooke |editor1-first=B.W.C. |publisher=Tothill Press Ltd |location=London |issn=0033-8923 }}

==External Links==
{{Railways in Northern India}}

[[Category:Closed railway lines in India]]
[[Category:Monorails in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Punjab, India]]
[[Category:History of rail transport in India]]
[[Category:1910s establishments in British India]]
[[Category:1910 establishments in India]]
[[Category:1927 disestablishments in India]]

Patiala State Monorail Trainways

2017-07-28T07:59:03Z

Punyaboy: /* Photographs */

{{Infobox public transit
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|image = Patiala State Monorail System.jpg
|alt =
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|caption = Patiala State Monorail train at [[National Rail Museum, New Delhi]]
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|locale = [[Patiala State]]
|transit_type = [[Monorail]]
|lines = 2
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|began_operation = February 1907
|ended_operation = 1927
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|system_length = {{convert|50|mi|km|abbr=on}}
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}}

'''Patiala State Monorail Trainways''' ('''PSMT''') was a unique rail-guided, partially road-borne railways system running in [[Patiala]] ([[British India]]) from 1907 to 1927.<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif A mono-tramway opened in February, 1907 connects Basi with railway at Sirhind]</ref><ref>Unusual railways by Mr. J. R. Day and Mr. B. G. Wilson</ref> PSMT was the second monorail system in India, after the [[Kundala Valley Railway]],<ref>[http://www.telegraphindia.com/1130219/jsp/nation/story_16578498.jsp#.UT3OENZgfSg Mumbai gawks as train chugs overhead]. Telegraphindia.com (2013-02-19). Retrieved on 2013-07-29.</ref> and the only operational locomotive-hauled railway system built using the [[Ewing System]] in the world.<ref>Cassell's Railways of the World By Frederick Arthur Ambrose Talbot, 1924 edition</ref> The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although this only used [[Cattle|bullocks]] for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a narrow gauge railway in 1908,<ref>{{cite journal
|title=Sands of Time
|work=Newsletter of Tata Central Archives
|publisher=[[Tata Group|Tata]]
|volume=V
|issue=1
|date=January 2006
|url=http://www.tatacentralarchives.com/publications/newsletters/VOL-05-ISSUE-1-JAN-2006.pdf
|format=PDF
|pages=5–6
}}</ref> PSMT was the only monorail system in India until its closure in 1927. These were the only instances of a monorail train system in [[India]], until the [[Mumbai Monorail]] was opened on 2 February 2014.

A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian [[National Rail Museum]], [[New Delhi]].

==History of PSMT==
{{quote box|width=300px|quote= Whether it was the time or the place I do not know, but perhaps the two together conspired to bury this unique little line in the dust of time. I have found little more than brief published mentions of it and some of those were obviously mistaken conjecture. It was so different from other railways and indeed from other monorails that it was probably easier to dismiss it than to understand it. And yet, from what I can learn of it, it was effective, efficient, and exactly what the situation called for.<ref name=Dickens>{{cite web
|author=Donald W. Dickens
|title=The Patiala State Monorail Tramway — Possibly the world's most obscure railway...
|url=http://www.irfca.org/members/ddickens/PSMTMain.html
}}</ref> |source= '''Donald W. Dickens'''}}
[[Maharaja]] Sir [[Bhupinder Singh of Patiala]] got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was [[Colonel C. W. Bowles]]. Colonel Bowles has earlier successfully used monorail based on [[Ewing System]] (designed by [[William Thorold]]) during his stint as engineer during laying of tracks for [[Bengal Nagpur Railway]] for transportation of construction materials. Maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to make use of the 560 [[mule]]s being maintained by Patiala State.<ref name=Ambler>An Indian "Might-Have-Been", by H. R. Ambler, available at http://www.irfca.org/members/ddickens/PSMTArticle.html</ref> Apart from mules, [[Cattle|bullocks]] were also used to haul the monorail before introduction of steam locomotives on the route of PSMT.

The only published information about PSMT was in a 1908 edition of ''Imperial Gazetteer of India'' in which there was a brief mention. The gazetteer simply stated that ''"a mono-rail tramway, opened in February, 1907, connects [[Basi, Punjab|Basi]] with the railway at [[Sirhind]]"''.<ref>''Imperial Gazetteer of India" Volume 20, Page 44 – available at [http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif] – accessed on December 08, 2010</ref> An ordnance map of 1913 also shows a tramway running along west side of road, but does not mention the PSMT by name. Apart from the above, PSMT has not been mentioned in any official documents of that period in India.

==Advantage of using Ewing System==
The railways based on the Ewing System are basically monorails using a balancing wheel for balancing the train. The main load (almost 95%) is borne by the single rail while the rest is borne by the balancing wheel which runs on the ground. Further, in normal train systems, the rails have to be at almost exact level of other rail, failing which the train may go off the tracks. By using Ewing system, this problem is solved as the balancing wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used. Another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the [[macadam road]]s thus further reducing cost to lay down tracks.

Using one rail also means that the turning circle is far less than the standard trains. PSMT had to pass through some very congested areas. Since the space need to lay the tracks was less and balancing wheel could run on existing roads, PSMT succeeded in running through the congested urban areas of Patiala. The balancing wheel of PSMT ran on the roads and did not interfere with normal traffic.

PSMT could have been forerunner of mass transit system in urban areas in India. Its model still holds good for introducing mass transit system in congested urban areas where laying of train or tram tracks is not possible due to space constraint.

==Routes of PSMT==
The total distance covered by PSMT was {{convert|50|mi|km}}. PSMT was run on two unconnected lines. One ran {{convert|15|mi|km}} (24 km) from [[Sirhind]] to [[Morinda, India|Morinda]]. It was proposed to extend this line to [[Ropar]] but since Ropar was connected by a railway line, this idea was abandoned.<ref name=Ambler/>

The other line ran {{convert|35|mi|km}} from [[Patiala]] to [[Sunam]]. The lines were constructed by the firm of Marsland and Price. Today no trace of the tracks or any infrastructure of PSMT remains. However, information about the route was found in a letter by Colonel Bowles to Mr. Ambler. Colonel Bowles described the route of Patiala-Sunam line as starting from goods yard of [[North Western Railway]] (NWR) at Patiala. The PSMT then crossed the main railway line at a road level crossing nearby. It then went through walled city towards City Mandi and then took a turn north towards cantonment. Then it traveled along the main road to [[Bhawanigarh]] and then [[Sunam]].

The steam locomotive was probably used only on Patiala Sunam Line. In his letter to H. R. Ambler, Col. Bowles wrote that the locomotives were heavy for 18 lb/yd rail (9 kg/m), thus they were not used on Sirhind – Morinda line. Col. Bowles categorically stated that the steam locomotive did run between Patiala Station and City Mandi i.e. a distance of about a mile. Heavier rails (about 60 pounds per yard or 30 kg/m) of almost same length was found stored in PSMT Yard along with other dismantled equipments. Thus in all probabilities, the steam locomotive was used in hauling carriage only between Patiala Station and City Mandi.<ref name=Ambler/>

==Freight and passenger==
The route of the PSMT passed through one of the major agricultural areas of Punjab; the area around Patiala was known as the “wheat basket”. The old photographs of the PSMT show it carrying sacks of grain as well as people. Thus, the PSMT was used for both purposes.

==Steam locomotives==
PSMT initially used mules to pull the train. Later four [[steam locomotive]]s were acquired for pulling the coaches. It is not known whether the locomotives were used on both lines or only on Patiala Sunam line. These four locomotives were of [[0-3-0]] configuration and was built by [[Orenstein & Koppel]] (O&K) of [[Berlin]] in 1907 at cost of £500 to £600 each. Donald W. Dickens, in his article on the PSMT, described the locomotives as “These were an adaptation of the normal O&K [[0-6-0]]'s but had a double flanged driver in the centre of each axle rather than drivers at each end. The right-hand water tank was larger so that some of the weight shifted onto the {{convert|39|in|mm|adj=on}} diameter balance wheel which was attached beyond the enlarged water tank. The outside cylinders were 5½" × 14".The designer at O&K took advantage of the extra cab space behind the enlarged right-hand water tank and put the fire door on the right side of the fire box rather than at the back as is usually done. These locos were confined to the Patiala – Sunam line.”

The wheel arrangement of the locomotives were 0-3-0. The middle flange less wheel was of {{convert|50|cm|ftin}} diameter. Other two wheels were double flanged having groove depth of {{convert|2.15|cm|in}}. The locomotive had wheelbase of {{convert|119|cm|ftin}}.

==Rolling stock==
*Wagons were normally 8 feet long by 6 feet wide (2.4 by 1.8 m), with two {{convert|8|in|mm|adj=on}} diameter rail wheels. The coaches were supported by a road wheel of 98 cm diameter, set at {{convert|7|ft|m}} from the rail.
*The passenger coaches on the Sirhind Line were open-sided wagons with knifeboard seating.
*In 1908 there was a total of 75 goods wagons and 15 passenger coaches.
*According to Col. Bowles, there were a few {{convert|30|ft|m|adj=on}} long goods wagons, having two road wheels. Some of these wagons were also converted for use as passenger coaches by having transverse benches fitted in them.<ref>Unusual Railways by J. R. Day and B. G. Wilason</ref>

==Details about PSMT track==
The track of PSMT was constructed by firm named Marsland and Price, who were based in [[Bombay]]. The track was 18 pound per yard (9 kg/m) rail clipped to iron sleepers 10 in by 8 in by ½ in (250×200×50 mm).

On the Patiala – Sunam line, wooden sleepers 15 by 3 by 4 inches (380×75×100 mm) were initially used but were later replaced with iron sleepers due to [[termite]] infestation.

==Passengers, fares and cargo==
{{quote box|width=300px|quote= The PSMT was begun in 1907. Within a few years the advent of cars and trucks had the same effect on this line as it did on so many others. In 1927 the line was closed and here again it became unique. While most abandoned rail equipment is soon fed to the scrappers torch and furnace, the PSMT's equipment was simply walked away from. For 35 years it rested where it was left. If it were not for a Mr. Mike Satow, a historian of things railroady in India, who discovered the remains in 1962, it would have disappeared from memory by now and so this page is dedicated to him. Largely due to him, one locomotive was restored to full working order by the Northern Railway Workshops at Amritsar. They also reconstructed the Chief Engineer's private inspection car on an old underframe and the two were placed as an operating display at the National Railway Museum of India.<ref name=Dickens/> |source= '''Donald W. Dickens'''}}
The only account of operational details of PSMT is found in papers of Colonel Bowles. According to a memorandum dated October 2, 1908, found amongst Colonel Bowles papers, PSMT carried 20,000 passengers in a month on Sirhand – Morinda line. There are no details of the quantity of goods carried.

The fare is stated to be 1½ [[Anna (coin)|annas]] for the entire route. The rate for carrying goods is mentioned to be 1 anna per maund (80 lb).

There is no account available for fares or number of passenger or quantity of goods carried on Patiala – Sunam line.

==End of PSMT==
Around 1912, with the advent of [[automobile]]s and improved roads, PSMT began losing favour with people. Ultimately PSMT was closed on 1 October 1927. Maharaja Bhupinder Singh expired in 1938 and Col. Bowles, who was in England, on leave, did not have the heart to return. Thus, PSMT and all its records, photographs, etc., were left uncared for, in Patiala. Further, at that period, since there was no interest in Patiala for the PSMT, the documents, photographs etc. related to PSMT was not preserved and thus what could have been valuable source of information on this unique monorail was lost forever.

==Technical experiments in PSMT==
;Experiment using internal combustion engine
Colonel Bowles also experimented with a petrol driven locomotive on Sirhind section.<ref>Railways of the Raj; Author Mike Satow; Page 30</ref> Mr. Donald W. Dicken's article carries a picture captioned "Motor Engine Trial On Patiala State Monorailway". This picture shows four loaded vehicles being pulled by an "Ordinary Motor Car Engine". This experiment was supposedly carried out in 1930. This experiment was exception to animal power or steam power used to pull PSMT.<ref name=Dickens/> This would be first locally built internal combustion engine locomotive in [[Indian subcontinent]].

;Experiment using electric motor
There is a strong possibility that an experiment to run PSMT by using electric motors was carried out. In a BBC's documentary film on Indian Railways, Mike Satow showed the remains of PSMT lying in the PSMT railway yard. In one of the scenes showing undercarriage of PSMT, an electric motor attached to wheel is seen.<ref name=Dickens /> However, no documentary or photographic evidence exists of such experiment.

==Discovery of PSMT==
PSMT was forgotten even in Patiala, until its remains were discovered in a Public Work Department (PWD) shed by Mike Shatow in 1962. PSMT had not been a much publicised railway system. It had been briefly been mentioned in an article by H. A. Robinson in 1936. Thereafter John Day and Brian Wilson mentioned PSMT in detail in their book ''Unusual railways'' in 1957. Day got in touch with Colonel Bowles, who provided him some information and photographs of PSMT. Based on these information, Day wrote another article that appeared in ''Railway World'' magazine in 1962. Mike Satow took it upon himself to find the remains of PSMT and discovered the same in a PWD shed in Patiala in 1962. This article was read by H R Ambler, who did further research and wrote an article – "An Indian “Might-Have-Been”",<ref name=Ambler /> which was published in the February 1969 issue of ''The Railway Magazine''. Ultimately, due to the effort of Mike Satow and others, One PSMT locomotive (Number PSMT – 4)<ref name=RlyMus>{{cite web|url=http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |title=Archived copy |accessdate=February 26, 2008 |deadurl=yes |archiveurl=https://web.archive.org/web/20080509135002/http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |archivedate=May 9, 2008 }} accessed on November 15, 2008</ref> was restored along with Chief Engineer's private inspection car (this coach was rebuilt on original frame as a normal passenger coach). Both of these are on display at the Indian National Railway Museum, [[New Delhi]]. No information is available about the rest of the locomotives or coaches.

==PSMT at National Rail Museum==
After being restored, PSMT has become one of the star attractions of PSMT at National Rail Museum. It is regularly steamed up and runs on Sundays. It is open for public rides on Sundays as well as by special booking in advance.<ref name=RlyMus/>

==Gallery==
<gallery mode=packed class="center">
Delhi Railway Museum Monorail 05-02-17 M22.jpeg|Patiala State Monorail
Monorail steam train.jpg|PSMT in shed
PSMT Engine.jpg|Locomotive of PSMT
PSMT Coach.jpg| Coach of PSMT
</gallery>

==See also==
{{Commons category}}
*[[Monorail]]
*[[National Rail Museum, New Delhi]]

==References==
{{Reflist}}

==Further reading==
*{{cite journal |last1=Clarke |first1=John |last2= |first2= |date=February 1969 |title=An Indian Might-have-been|journal=[[The Railway Magazine|Railway Magazine]] |volume=115 |issue=814 |pages=72–76|url= |doi= |editor1-last=Cooke |editor1-first=B.W.C. |publisher=Tothill Press Ltd |location=London |issn=0033-8923 }}

==External Links==
{{Railways in Northern India}}

[[Category:Closed railway lines in India]]
[[Category:Monorails in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Punjab, India]]
[[Category:History of rail transport in India]]
[[Category:1910s establishments in British India]]
[[Category:1910 establishments in India]]
[[Category:1927 disestablishments in India]]

Patiala State Monorail Trainways

2017-07-28T07:56:34Z

Punyaboy: /* Further reading */

{{Infobox public transit
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|transit_type = [[Monorail]]
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|map_name =
|map_state = 
}}

'''Patiala State Monorail Trainways''' ('''PSMT''') was a unique rail-guided, partially road-borne railways system running in [[Patiala]] ([[British India]]) from 1907 to 1927.<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif A mono-tramway opened in February, 1907 connects Basi with railway at Sirhind]</ref><ref>Unusual railways by Mr. J. R. Day and Mr. B. G. Wilson</ref> PSMT was the second monorail system in India, after the [[Kundala Valley Railway]],<ref>[http://www.telegraphindia.com/1130219/jsp/nation/story_16578498.jsp#.UT3OENZgfSg Mumbai gawks as train chugs overhead]. Telegraphindia.com (2013-02-19). Retrieved on 2013-07-29.</ref> and the only operational locomotive-hauled railway system built using the [[Ewing System]] in the world.<ref>Cassell's Railways of the World By Frederick Arthur Ambrose Talbot, 1924 edition</ref> The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although this only used [[Cattle|bullocks]] for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a narrow gauge railway in 1908,<ref>{{cite journal
|title=Sands of Time
|work=Newsletter of Tata Central Archives
|publisher=[[Tata Group|Tata]]
|volume=V
|issue=1
|date=January 2006
|url=http://www.tatacentralarchives.com/publications/newsletters/VOL-05-ISSUE-1-JAN-2006.pdf
|format=PDF
|pages=5–6
}}</ref> PSMT was the only monorail system in India until its closure in 1927. These were the only instances of a monorail train system in [[India]], until the [[Mumbai Monorail]] was opened on 2 February 2014.

A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian [[National Rail Museum]], [[New Delhi]].

==History of PSMT==
{{quote box|width=300px|quote= Whether it was the time or the place I do not know, but perhaps the two together conspired to bury this unique little line in the dust of time. I have found little more than brief published mentions of it and some of those were obviously mistaken conjecture. It was so different from other railways and indeed from other monorails that it was probably easier to dismiss it than to understand it. And yet, from what I can learn of it, it was effective, efficient, and exactly what the situation called for.<ref name=Dickens>{{cite web
|author=Donald W. Dickens
|title=The Patiala State Monorail Tramway — Possibly the world's most obscure railway...
|url=http://www.irfca.org/members/ddickens/PSMTMain.html
}}</ref> |source= '''Donald W. Dickens'''}}
[[Maharaja]] Sir [[Bhupinder Singh of Patiala]] got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was [[Colonel C. W. Bowles]]. Colonel Bowles has earlier successfully used monorail based on [[Ewing System]] (designed by [[William Thorold]]) during his stint as engineer during laying of tracks for [[Bengal Nagpur Railway]] for transportation of construction materials. Maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to make use of the 560 [[mule]]s being maintained by Patiala State.<ref name=Ambler>An Indian "Might-Have-Been", by H. R. Ambler, available at http://www.irfca.org/members/ddickens/PSMTArticle.html</ref> Apart from mules, [[Cattle|bullocks]] were also used to haul the monorail before introduction of steam locomotives on the route of PSMT.

The only published information about PSMT was in a 1908 edition of ''Imperial Gazetteer of India'' in which there was a brief mention. The gazetteer simply stated that ''"a mono-rail tramway, opened in February, 1907, connects [[Basi, Punjab|Basi]] with the railway at [[Sirhind]]"''.<ref>''Imperial Gazetteer of India" Volume 20, Page 44 – available at [http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif] – accessed on December 08, 2010</ref> An ordnance map of 1913 also shows a tramway running along west side of road, but does not mention the PSMT by name. Apart from the above, PSMT has not been mentioned in any official documents of that period in India.

==Advantage of using Ewing System==
The railways based on the Ewing System are basically monorails using a balancing wheel for balancing the train. The main load (almost 95%) is borne by the single rail while the rest is borne by the balancing wheel which runs on the ground. Further, in normal train systems, the rails have to be at almost exact level of other rail, failing which the train may go off the tracks. By using Ewing system, this problem is solved as the balancing wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used. Another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the [[macadam road]]s thus further reducing cost to lay down tracks.

Using one rail also means that the turning circle is far less than the standard trains. PSMT had to pass through some very congested areas. Since the space need to lay the tracks was less and balancing wheel could run on existing roads, PSMT succeeded in running through the congested urban areas of Patiala. The balancing wheel of PSMT ran on the roads and did not interfere with normal traffic.

PSMT could have been forerunner of mass transit system in urban areas in India. Its model still holds good for introducing mass transit system in congested urban areas where laying of train or tram tracks is not possible due to space constraint.

==Routes of PSMT==
The total distance covered by PSMT was {{convert|50|mi|km}}. PSMT was run on two unconnected lines. One ran {{convert|15|mi|km}} (24 km) from [[Sirhind]] to [[Morinda, India|Morinda]]. It was proposed to extend this line to [[Ropar]] but since Ropar was connected by a railway line, this idea was abandoned.<ref name=Ambler/>

The other line ran {{convert|35|mi|km}} from [[Patiala]] to [[Sunam]]. The lines were constructed by the firm of Marsland and Price. Today no trace of the tracks or any infrastructure of PSMT remains. However, information about the route was found in a letter by Colonel Bowles to Mr. Ambler. Colonel Bowles described the route of Patiala-Sunam line as starting from goods yard of [[North Western Railway]] (NWR) at Patiala. The PSMT then crossed the main railway line at a road level crossing nearby. It then went through walled city towards City Mandi and then took a turn north towards cantonment. Then it traveled along the main road to [[Bhawanigarh]] and then [[Sunam]].

The steam locomotive was probably used only on Patiala Sunam Line. In his letter to H. R. Ambler, Col. Bowles wrote that the locomotives were heavy for 18 lb/yd rail (9 kg/m), thus they were not used on Sirhind – Morinda line. Col. Bowles categorically stated that the steam locomotive did run between Patiala Station and City Mandi i.e. a distance of about a mile. Heavier rails (about 60 pounds per yard or 30 kg/m) of almost same length was found stored in PSMT Yard along with other dismantled equipments. Thus in all probabilities, the steam locomotive was used in hauling carriage only between Patiala Station and City Mandi.<ref name=Ambler/>

==Freight and passenger==
The route of the PSMT passed through one of the major agricultural areas of Punjab; the area around Patiala was known as the “wheat basket”. The old photographs of the PSMT show it carrying sacks of grain as well as people. Thus, the PSMT was used for both purposes.

==Steam locomotives==
PSMT initially used mules to pull the train. Later four [[steam locomotive]]s were acquired for pulling the coaches. It is not known whether the locomotives were used on both lines or only on Patiala Sunam line. These four locomotives were of [[0-3-0]] configuration and was built by [[Orenstein & Koppel]] (O&K) of [[Berlin]] in 1907 at cost of £500 to £600 each. Donald W. Dickens, in his article on the PSMT, described the locomotives as “These were an adaptation of the normal O&K [[0-6-0]]'s but had a double flanged driver in the centre of each axle rather than drivers at each end. The right-hand water tank was larger so that some of the weight shifted onto the {{convert|39|in|mm|adj=on}} diameter balance wheel which was attached beyond the enlarged water tank. The outside cylinders were 5½" × 14".The designer at O&K took advantage of the extra cab space behind the enlarged right-hand water tank and put the fire door on the right side of the fire box rather than at the back as is usually done. These locos were confined to the Patiala – Sunam line.”

The wheel arrangement of the locomotives were 0-3-0. The middle flange less wheel was of {{convert|50|cm|ftin}} diameter. Other two wheels were double flanged having groove depth of {{convert|2.15|cm|in}}. The locomotive had wheelbase of {{convert|119|cm|ftin}}.

==Rolling stock==
*Wagons were normally 8 feet long by 6 feet wide (2.4 by 1.8 m), with two {{convert|8|in|mm|adj=on}} diameter rail wheels. The coaches were supported by a road wheel of 98 cm diameter, set at {{convert|7|ft|m}} from the rail.
*The passenger coaches on the Sirhind Line were open-sided wagons with knifeboard seating.
*In 1908 there was a total of 75 goods wagons and 15 passenger coaches.
*According to Col. Bowles, there were a few {{convert|30|ft|m|adj=on}} long goods wagons, having two road wheels. Some of these wagons were also converted for use as passenger coaches by having transverse benches fitted in them.<ref>Unusual Railways by J. R. Day and B. G. Wilason</ref>

==Details about PSMT track==
The track of PSMT was constructed by firm named Marsland and Price, who were based in [[Bombay]]. The track was 18 pound per yard (9 kg/m) rail clipped to iron sleepers 10 in by 8 in by ½ in (250×200×50 mm).

On the Patiala – Sunam line, wooden sleepers 15 by 3 by 4 inches (380×75×100 mm) were initially used but were later replaced with iron sleepers due to [[termite]] infestation.

==Passengers, fares and cargo==
{{quote box|width=300px|quote= The PSMT was begun in 1907. Within a few years the advent of cars and trucks had the same effect on this line as it did on so many others. In 1927 the line was closed and here again it became unique. While most abandoned rail equipment is soon fed to the scrappers torch and furnace, the PSMT's equipment was simply walked away from. For 35 years it rested where it was left. If it were not for a Mr. Mike Satow, a historian of things railroady in India, who discovered the remains in 1962, it would have disappeared from memory by now and so this page is dedicated to him. Largely due to him, one locomotive was restored to full working order by the Northern Railway Workshops at Amritsar. They also reconstructed the Chief Engineer's private inspection car on an old underframe and the two were placed as an operating display at the National Railway Museum of India.<ref name=Dickens/> |source= '''Donald W. Dickens'''}}
The only account of operational details of PSMT is found in papers of Colonel Bowles. According to a memorandum dated October 2, 1908, found amongst Colonel Bowles papers, PSMT carried 20,000 passengers in a month on Sirhand – Morinda line. There are no details of the quantity of goods carried.

The fare is stated to be 1½ [[Anna (coin)|annas]] for the entire route. The rate for carrying goods is mentioned to be 1 anna per maund (80 lb).

There is no account available for fares or number of passenger or quantity of goods carried on Patiala – Sunam line.

==End of PSMT==
Around 1912, with the advent of [[automobile]]s and improved roads, PSMT began losing favour with people. Ultimately PSMT was closed on 1 October 1927. Maharaja Bhupinder Singh expired in 1938 and Col. Bowles, who was in England, on leave, did not have the heart to return. Thus, PSMT and all its records, photographs, etc., were left uncared for, in Patiala. Further, at that period, since there was no interest in Patiala for the PSMT, the documents, photographs etc. related to PSMT was not preserved and thus what could have been valuable source of information on this unique monorail was lost forever.

==Technical experiments in PSMT==
;Experiment using internal combustion engine
Colonel Bowles also experimented with a petrol driven locomotive on Sirhind section.<ref>Railways of the Raj; Author Mike Satow; Page 30</ref> Mr. Donald W. Dicken's article carries a picture captioned "Motor Engine Trial On Patiala State Monorailway". This picture shows four loaded vehicles being pulled by an "Ordinary Motor Car Engine". This experiment was supposedly carried out in 1930. This experiment was exception to animal power or steam power used to pull PSMT.<ref name=Dickens/> This would be first locally built internal combustion engine locomotive in [[Indian subcontinent]].

;Experiment using electric motor
There is a strong possibility that an experiment to run PSMT by using electric motors was carried out. In a BBC's documentary film on Indian Railways, Mike Satow showed the remains of PSMT lying in the PSMT railway yard. In one of the scenes showing undercarriage of PSMT, an electric motor attached to wheel is seen.<ref name=Dickens /> However, no documentary or photographic evidence exists of such experiment.

==Discovery of PSMT==
PSMT was forgotten even in Patiala, until its remains were discovered in a Public Work Department (PWD) shed by Mike Shatow in 1962. PSMT had not been a much publicised railway system. It had been briefly been mentioned in an article by H. A. Robinson in 1936. Thereafter John Day and Brian Wilson mentioned PSMT in detail in their book ''Unusual railways'' in 1957. Day got in touch with Colonel Bowles, who provided him some information and photographs of PSMT. Based on these information, Day wrote another article that appeared in ''Railway World'' magazine in 1962. Mike Satow took it upon himself to find the remains of PSMT and discovered the same in a PWD shed in Patiala in 1962. This article was read by H R Ambler, who did further research and wrote an article – "An Indian “Might-Have-Been”",<ref name=Ambler /> which was published in the February 1969 issue of ''The Railway Magazine''. Ultimately, due to the effort of Mike Satow and others, One PSMT locomotive (Number PSMT – 4)<ref name=RlyMus>{{cite web|url=http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |title=Archived copy |accessdate=February 26, 2008 |deadurl=yes |archiveurl=https://web.archive.org/web/20080509135002/http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |archivedate=May 9, 2008 }} accessed on November 15, 2008</ref> was restored along with Chief Engineer's private inspection car (this coach was rebuilt on original frame as a normal passenger coach). Both of these are on display at the Indian National Railway Museum, [[New Delhi]]. No information is available about the rest of the locomotives or coaches.

==PSMT at National Rail Museum==
After being restored, PSMT has become one of the star attractions of PSMT at National Rail Museum. It is regularly steamed up and runs on Sundays. It is open for public rides on Sundays as well as by special booking in advance.<ref name=RlyMus/>

==Photographs==
<gallery>
Delhi Railway Museum Monorail 05-02-17 M22.jpeg|Patiala State Monorail
Monorail steam train.jpg|PSMT in shed
PSMT Engine.jpg|Locomotive of PSMT
PSMT Coach.jpg| Coach of PSMT
</gallery>

==See also==
{{Commons category}}
*[[Monorail]]
*[[National Rail Museum, New Delhi]]

==References==
{{Reflist}}

==Further reading==
*{{cite journal |last1=Clarke |first1=John |last2= |first2= |date=February 1969 |title=An Indian Might-have-been|journal=[[The Railway Magazine|Railway Magazine]] |volume=115 |issue=814 |pages=72–76|url= |doi= |editor1-last=Cooke |editor1-first=B.W.C. |publisher=Tothill Press Ltd |location=London |issn=0033-8923 }}

==External Links==
{{Railways in Northern India}}

[[Category:Closed railway lines in India]]
[[Category:Monorails in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Punjab, India]]
[[Category:History of rail transport in India]]
[[Category:1910s establishments in British India]]
[[Category:1910 establishments in India]]
[[Category:1927 disestablishments in India]]

Cochin State Forest Tramway

2017-07-06T10:27:53Z

Punyaboy:

{{Copy edit|for=grammar, style, cohesion, tone, or spelling.|date=April 2017}}
{{Use dmy dates|date=April 2017}}
{{Use Indian English|date=April 2017}}
{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the [[Kingdom of Cochin|State of Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid down the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On 26 June 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections: the first section started from [[Chalakudy]] and ends at Anapantham, covering a length of 21 miles; the second section starts from Kavalai to Pothupara, covering six miles; and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.{{citation needed|date=July 2017}}

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway, but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.{{citation needed|date=July 2017}}
The staff was absorbed in various departments of Government.

==Legacy==
[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|[[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]]

The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools, etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route, was constructed by the earnings from the tramway. [[Willingdon Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.{{citation needed|date=July 2017}}

==References==
{{Reflist|30em}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tram transport in India}}
{{Railways in Southern India}}

[[Category:Tram transport in India]]
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Kingdom of Cochin]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Cochin State Forest Tramway

2017-06-29T15:01:44Z

Punyaboy: few updates and ce tag

{{Copy edit|for=grammar, style, cohesion, tone, or spelling.|date=May 2017}}
{{Use dmy dates|date=April 2017}}
{{Use Indian English|date=April 2017}}
{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the [[Kingdom of Cochin|State of Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On 26 June 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections. The first section started from [[Chalakudy]] and ends at Anapantham covering a length of 21 miles. The second section starts from Kavalai to Pothupara covering six miles, and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.
The staff was absorbed in various departments of Government.

==Legacy==
[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|[[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]]

The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route was constructed by the earnings from the tramway. [[Willingdon Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.

==References==
{{Reflist|30em}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tram transport in India}}
{{Railways in Southern India}}

[[Category:Tram transport in India]]
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Kingdom of Cochin]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Cochin State Forest Tramway

2017-05-09T09:19:28Z

Punyaboy:

{{Use dmy dates|date=April 2017}}
{{Use Indian English|date=April 2017}}
{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent = [[Maharaja of Cochin]]
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the State of [[Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On 26 June 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections. The first section started from [[Chalakudy]] and ends at Anapantham covering a length of 21 miles. The second section starts from Kavalai to Pothupara covering six miles, and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|left| [[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]].

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.
The staff was absorbed in various departments of Government.

==Legacy==
The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route was constructed by the earnings from the tramway. [[Wellington Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.

==References==
{{reflist}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tram transport in India}}
{{Railways in Southern India}}

[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Tram transport in India]]
[[Category:History of Thrissur]]
[[Category:Kingdom of Cochin]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Nepal Government Railway

2017-05-02T04:32:28Z

Punyaboy: already in 2.6 gauge category

[[File:Ngr train 1950s.jpg|thumb|Nepal Government Railway in the 1950s]]
{{Location map many | Nepal
| AlternativeMap = Nepal relief location map.jpg
| width = 350
| caption = Location in Nepal
| float = right
| label = Raxaul
| pos = bottom
| marksize = 8
| lat_deg = 26.98
| lon_deg = 84.85
| label2 = Amlekhganj
| pos2 = top
| mark2size = 8
| lat2_deg = 27.28
| lon2_deg = 84.98
}}
The '''Nepal Government Railway''' ('''NGR''') was [[Nepal]]'s first [[railway]]. Established in 1927 and closed in 1965, it linked [[Amlekhganj]] with [[Raxaul]] across the border in India in the south. The {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway was 47 km long.<ref>{{cite book |last= United States Department of Commerce, Bureau of Foreign and Domestic Commerce |first= |authorlink= |title= Commerce Reports Nos.14-26. Volume 2 |url= http://books.google.com.np/books?ei=V7ryUZGQKYOGrAf374CQBQ&id=Q2cWcqhwtBsC&dq=amlekhganj+railway&q=amlekhganj |accessdate=26 July 2013 |year=1927 |publisher= |location= |isbn= |page=148}}</ref><ref>{{cite book |last= Tilman |first=H.W. |authorlink= |title= Nepal Himalaya |url=http://himalaya.socanth.cam.ac.uk/collections/rarebooks/downloads/Tilman_Nepal_Himalaya.pdf |accessdate=26 July 2013 |year=1952 |publisher= |location= |isbn= |page=9}}</ref>

==History==

In 1923, a short narrow gauge railway was built by J. V. Collier of the Indian Forest Service to transport Nepalese timber to India. Collier had been assigned by Nepal's [[Rana dynasty|Rana]] prime minister to manage the forest department in Nepal. In the winter of 1924, [[Martin's Light Railways|Martin and Co.]] of [[Kolkata]] conducted a survey to construct a light railway from the border north to Bichako (Amlekhganj).<ref>{{cite book |last= Landon |first= Perceval |year=1928 |title=Nepal |publisher= Constable and Co. Ltd. |location=London |url= http://www.scribd.com/doc/53135995/Nepal-Vol-II-Percival-Landon |pages=197, 201 |accessdate=20 September 2013}}</ref>

Construction began in March 1926, and the Nepal Government Railway opened on 16 February 1927.<ref>{{cite book |last=Aitchison |first=Sir Charles Umpherston |authorlink= |title= A Collection of Treaties, Engagements and Sanads Relating to India and Neighbouring Countries, Volume 14 |url= http://books.google.com.np/books?id=YsElAAAAMAAJ&q=amlekhgunj+train&dq=amlekhgunj+train&hl=en&sa=X&ei=kmL2UZfzFoTTrQf4lICIDQ&redir_esc=y |accessdate=29 July 2013 |year=1929 |publisher= Government of India Central Publication Branch |location= |isbn= |page=47}}</ref> The narrow gauge railway used a track gauge of {{RailGauge|2ft6in}}. The railway possessed seven steam locomotives, 12 coaches and 82 wagons.<ref>{{cite web |url= http://lcweb2.loc.gov/frd/cs/nptoc.html#np0087 |title= Railroads |author= |date=22 March 2011 |website= A Country Study: Nepal |publisher= The Library of Congress |accessdate=26 July 2013}}</ref> It operated steam-powered [[Garratt]] locomotives manufactured by [[Beyer, Peacock and Company]] of the [[United Kingdom]].<ref>{{cite web |url= http://www.beyergarrattlocos.co.uk/bp.html |title= Garratt Locomotives produced by Beyer Peacock |author= |date= |website= |publisher= |accessdate=29 July 2013}}</ref>

The Nepal Government Railway remained in service till 1965 when the construction of a modern highway linking the southern border made it redundant.<ref>{{cite book |author= |title= A National Transport System for Nepal |url= http://www-wds.worldbank.org/external/default/WDSContentServer/WDSP/IB/2003/01/18/000178830_98101903524881/Rendered/PDF/multi0page.pdf |location= Washington, D.C.
|publisher=World Bank |page=22 |date= June 1965 | accessdate=25 May 2014}}</ref> The railway was closed down 1965 subsequently.

Until the highway was built, the Amlekhganj-Raxaul railway was the only route indirectly connecting the capital [[Kathmandu]] with India. From Kathmandu, travellers journeyed over the hills on foot, and then by lorry to Amlekhganj where they took the train to India.<ref>{{cite web |url= http://www.sugata.info/htm/1954Nepal.htm |title= Nepal 1954 |author= |date= |website= |publisher= |accessdate=26 July 2013}}</ref> The need to walk was eliminated after [[Tribhuvan Highway]] linking Kathmandu with Amlekhganj was built in 1956. The first daily bus service began operating on it in 1959, conducted by a private company named [[Nepal Transport Service]].<ref>{{cite news|last=Tuladhar|first=Kamal Ratna|title=Nepal took the bus half a century ago|url=http://www.ekantipur.com/the-kathmandu-post/2008/09/28/expression/nepal-took-the-bus-a-half-century-ago/162128/|accessdate=27 July 2013|newspaper=The Kathmandu Post|date=26 September 2008}}</ref><ref>{{cite news|last= Shrestha |first= Surya Bahadur |title= Railway Development In Nepal |url= http://www.gorkhapatra.org.np/gopa.detail.php?article_id=18466&cat_id=10 |accessdate=27 July 2013|newspaper=The Rising Nepal|date=}}</ref>

==In popular culture==

The Nepal Government Railway appears in the opening scenes of the first [[Nepali language|Nepali]] film [[Aama (film)|''Aama'']] ("Mother") made by the government of Nepal and released in 1964. It shows the hero, a [[Gorkha regiments (India)|Gurkha]] soldier returning to Nepal on leave, travelling on the train as he heads for home.

==Gallery==

<gallery>
File:Nepal govt train.jpg|<div align ="center">Nepal Government Railway in 1927.</div>
File:Ngr no 4 ca 1932.jpg|<div align ="center">NGR locomotive No. 4, ca 1932.</div>
File:Ngr locomotive 1947.jpg|<div align ="center">NGR locomotive, ca 1947.</div>
File:Ngr raxaul 1951.jpg|<div align ="center">NGR at Raxaul station in 1951.</div>
File:Aama ngr still.jpg |<div align ="center">A still from the movie ''Aama'' (1964).
File:Nepal govt rail ticket.jpg|thumb|Train ticket Raxaul-Simra</div>

</gallery>

==See also==

* [[Nepal Railways]]

==References==
{{Reflist}}

[[Category:2 ft 6 in gauge railways in Nepal]]
[[Category:History of transport in Nepal]]
[[Category:Defunct railway companies]]
[[Category:Defunct railroads]]

Nepal Government Railway

2017-05-02T04:27:22Z

Punyaboy: Made few updates. Arranged orderly.

[[File:Ngr train 1950s.jpg|thumb|Nepal Government Railway in the 1950s]]
{{Location map many | Nepal
| AlternativeMap = Nepal relief location map.jpg
| width = 350
| caption = Location in Nepal
| float = right
| label = Raxaul
| pos = bottom
| marksize = 8
| lat_deg = 26.98
| lon_deg = 84.85
| label2 = Amlekhganj
| pos2 = top
| mark2size = 8
| lat2_deg = 27.28
| lon2_deg = 84.98
}}
The '''Nepal Government Railway''' ('''NGR''') was [[Nepal]]'s first [[railway]]. Established in 1927 and closed in 1965, it linked [[Amlekhganj]] with [[Raxaul]] across the border in India in the south. The {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway was 47 km long.<ref>{{cite book |last= United States Department of Commerce, Bureau of Foreign and Domestic Commerce |first= |authorlink= |title= Commerce Reports Nos.14-26. Volume 2 |url= http://books.google.com.np/books?ei=V7ryUZGQKYOGrAf374CQBQ&id=Q2cWcqhwtBsC&dq=amlekhganj+railway&q=amlekhganj |accessdate=26 July 2013 |year=1927 |publisher= |location= |isbn= |page=148}}</ref><ref>{{cite book |last= Tilman |first=H.W. |authorlink= |title= Nepal Himalaya |url=http://himalaya.socanth.cam.ac.uk/collections/rarebooks/downloads/Tilman_Nepal_Himalaya.pdf |accessdate=26 July 2013 |year=1952 |publisher= |location= |isbn= |page=9}}</ref>

==History==

In 1923, a short narrow gauge railway was built by J. V. Collier of the Indian Forest Service to transport Nepalese timber to India. Collier had been assigned by Nepal's [[Rana dynasty|Rana]] prime minister to manage the forest department in Nepal. In the winter of 1924, [[Martin's Light Railways|Martin and Co.]] of [[Kolkata]] conducted a survey to construct a light railway from the border north to Bichako (Amlekhganj).<ref>{{cite book |last= Landon |first= Perceval |year=1928 |title=Nepal |publisher= Constable and Co. Ltd. |location=London |url= http://www.scribd.com/doc/53135995/Nepal-Vol-II-Percival-Landon |pages=197, 201 |accessdate=20 September 2013}}</ref>

Construction began in March 1926, and the Nepal Government Railway opened on 16 February 1927.<ref>{{cite book |last=Aitchison |first=Sir Charles Umpherston |authorlink= |title= A Collection of Treaties, Engagements and Sanads Relating to India and Neighbouring Countries, Volume 14 |url= http://books.google.com.np/books?id=YsElAAAAMAAJ&q=amlekhgunj+train&dq=amlekhgunj+train&hl=en&sa=X&ei=kmL2UZfzFoTTrQf4lICIDQ&redir_esc=y |accessdate=29 July 2013 |year=1929 |publisher= Government of India Central Publication Branch |location= |isbn= |page=47}}</ref> The narrow gauge railway used a track gauge of {{RailGauge|2ft6in}}. The railway possessed seven steam locomotives, 12 coaches and 82 wagons.<ref>{{cite web |url= http://lcweb2.loc.gov/frd/cs/nptoc.html#np0087 |title= Railroads |author= |date=22 March 2011 |website= A Country Study: Nepal |publisher= The Library of Congress |accessdate=26 July 2013}}</ref> It operated steam-powered [[Garratt]] locomotives manufactured by [[Beyer, Peacock and Company]] of the [[United Kingdom]].<ref>{{cite web |url= http://www.beyergarrattlocos.co.uk/bp.html |title= Garratt Locomotives produced by Beyer Peacock |author= |date= |website= |publisher= |accessdate=29 July 2013}}</ref>

The Nepal Government Railway remained in service till 1965 when the construction of a modern highway linking the southern border made it redundant.<ref>{{cite book |author= |title= A National Transport System for Nepal |url= http://www-wds.worldbank.org/external/default/WDSContentServer/WDSP/IB/2003/01/18/000178830_98101903524881/Rendered/PDF/multi0page.pdf |location= Washington, D.C.
|publisher=World Bank |page=22 |date= June 1965 | accessdate=25 May 2014}}</ref> The railway was closed down 1965 subsequently.

Until the highway was built, the Amlekhganj-Raxaul railway was the only route indirectly connecting the capital [[Kathmandu]] with India. From Kathmandu, travellers journeyed over the hills on foot, and then by lorry to Amlekhganj where they took the train to India.<ref>{{cite web |url= http://www.sugata.info/htm/1954Nepal.htm |title= Nepal 1954 |author= |date= |website= |publisher= |accessdate=26 July 2013}}</ref> The need to walk was eliminated after [[Tribhuvan Highway]] linking Kathmandu with Amlekhganj was built in 1956. The first daily bus service began operating on it in 1959, conducted by a private company named [[Nepal Transport Service]].<ref>{{cite news|last=Tuladhar|first=Kamal Ratna|title=Nepal took the bus half a century ago|url=http://www.ekantipur.com/the-kathmandu-post/2008/09/28/expression/nepal-took-the-bus-a-half-century-ago/162128/|accessdate=27 July 2013|newspaper=The Kathmandu Post|date=26 September 2008}}</ref><ref>{{cite news|last= Shrestha |first= Surya Bahadur |title= Railway Development In Nepal |url= http://www.gorkhapatra.org.np/gopa.detail.php?article_id=18466&cat_id=10 |accessdate=27 July 2013|newspaper=The Rising Nepal|date=}}</ref>

==In popular culture==

The Nepal Government Railway appears in the opening scenes of the first [[Nepali language|Nepali]] film [[Aama (film)|''Aama'']] ("Mother") made by the government of Nepal and released in 1964. It shows the hero, a [[Gorkha regiments (India)|Gurkha]] soldier returning to Nepal on leave, travelling on the train as he heads for home.

==Gallery==

<gallery>
File:Nepal govt train.jpg|<div align ="center">Nepal Government Railway in 1927.</div>
File:Ngr no 4 ca 1932.jpg|<div align ="center">NGR locomotive No. 4, ca 1932.</div>
File:Ngr locomotive 1947.jpg|<div align ="center">NGR locomotive, ca 1947.</div>
File:Ngr raxaul 1951.jpg|<div align ="center">NGR at Raxaul station in 1951.</div>
File:Aama ngr still.jpg |<div align ="center">A still from the movie ''Aama'' (1964).
File:Nepal govt rail ticket.jpg|thumb|Train ticket Raxaul-Simra</div>

</gallery>

==See also==

* [[Nepal Railways]]

==References==
{{Reflist}}

[[Category:2 ft 6 in gauge railways in Nepal]]
[[Category:History of transport in Nepal]]
[[Category:Rail transport in Nepal]]
[[Category:Rail transport in Bihar]]
[[Category:Defunct railway companies]]
[[Category:Defunct railroads]]

Cochin State Forest Tramway

2017-04-27T08:28:52Z

Punyaboy: /* External links */ tram not monorail

{{Use dmy dates|date=April 2017}}
{{Use Indian English|date=April 2017}}
{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent = [[Maharaja of Cochin]]
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the State of [[Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On 26 June 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections. The first section started from [[Chalakudy]] and ends at Anapantham covering a length of 21 miles. The second section starts from Kavalai to Pothupara covering six miles, and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|left| [[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]].

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.
The staff was absorbed in various departments of Government.

==Legacy==
The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route was constructed by the earnings from the tramway. [[Wellington Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.

==References==
{{reflist}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tramways in India}}
{{Railways in Southern India}}
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Tram transport in India]]
[[Category:History of Thrissur]]
[[Category:Kingdom of Cochin]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Cochin State Forest Tramway

2017-03-15T07:52:38Z

Punyaboy: /* External links */

{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent = [[Maharaja of Cochin]]
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the State of [[Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On June 26, 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections. The first section started from [[Chalakudy]] and ends at Anapantham covering a length of 21 miles. The second section starts from Kavalai to Pothupara covering six miles, and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|left| [[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]].

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.
The staff was absorbed in various departments of Government.

==Legacy==
The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route was constructed by the earnings from the tramway. [[Wellington Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.

==References==
{{reflist}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tramways in India}}
{{Railways in Southern India}}
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Monorails in India]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Tram transport in India]]
[[Category:History of Thrissur]]
[[Category:Kingdom of Cochin]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Lucknow–Sitapur–Seramow Provincial State Railway

2017-03-15T07:46:55Z

Punyaboy: repeat

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Lucknow–Sitapur–Seramow Provincial State Railway
|logo =
|type =
|foundation = 1886
|defunct= 1 January 1891
|predecessor= ''none''
|successor= [[Lucknow–Bareilly Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

The '''Lucknow–Sitapur–Seramow Provincial State Railway''' was owned by the Provincial Government and worked as part of the Indian State Railways. The Lucknow–Sitapur–Seramow Provincial State Railway merged with the [[Bareilly–Pilibheet Provincial State Railway]] to form the [[Lucknow–Bareilly Railway]] on 1 January 1891. Following three [[metre gauge]] sections opened as part of the Lucknow–Sitapur–Seramow Provincial State Railway namely Lucknow to Sitapur (55 miles) opened 16 November 1886, Sitapur to Lakshimpur (28 miles) opened 15 April 1887 and Lakshimpur to Gola Gokaran Nath (22 miles) opened 4 December 1887.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Lucknow-Sitapur-Seramow Provincial State Railway}}
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway companies established in 1886]]
[[Category:Railway companies disestablished in 1891]]
[[Category:Rail transport in Uttar Pradesh]]

Lucknow–Bareilly Railway

2017-03-15T07:46:09Z

Punyaboy: repeat

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Lucknow–Bareilly Railway
|logo =
|type =
|foundation = 1 January 1891
|defunct= 1 January 1943
|predecessor= [[Lucknow–Sitapur–Seramow Provincial State Railway]] and [[Bareilly–Pilibheet Provincial State Railway]]
|successor= [[Oudh and Tirhut Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

The '''Lucknow–Bareilly Railway''' or '''Lucknow–Bareilly State Railway''' was owned by the Government of India and worked by the [[Rohilkund and Kumaon Railway]]. The Lucknow–Bareilly Railway was formed on 1 January 1891 by merger of [[Lucknow–Sitapur–Seramow Provincial State Railway]] and [[Bareilly–Pilibheet Provincial State Railway]]. The Lucknow–Bareilly Railway was merged into the [[Oudh and Tirhut Railway]] on 1 January 1943.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Portal|Trains|Railways}}
{{Railways in Northern India}}

{{DEFAULTSORT:Lucknow-Bareilly Railway}}
[[Category:Defunct railway companies of India]]
[[Category:Railway companies established in 1891]]
[[Category:Railway companies disestablished in 1943]]
[[Category:Rail transport in Uttar Pradesh]]

Cochin State Forest Tramway

2017-03-15T07:42:55Z

Punyaboy: /* External links */

{{Infobox company
|name = Cochin State Forest Tramway
|logo =
|type =
|foundation = 1907
|location_city = [[Chalakudy]]
|location_country = [[India]]
|location =
|locations = 
|key_people = [[Rama Varma XV]]
|area_served = [[Thrissur District]] and [[Palakkad District]]
|industry = [[Railways]]
|products = [[Teak]] and [[Rosewood]]
|services = Light [[Rail transport]]
|revenue = Rs 17.5 lakhs
|operating_income = Rs 2 lakhs
|net_income =
|num_employees =
|parent = [[Maharaja of Cochin]]
|divisions =
|subsid =
|caption =
|homepage =
|dissolved = 1963
|footnotes =
|intl =
}}

'''Cochin State Forest Tramway''' was a {{RailGauge|1000mm|allk=on}}<ref>[http://irfca.org/articles/CochinStateForestTramwayJournal.doc Journal on the Cochin State Forest Tramway]</ref><ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref> [[Narrow gauge railway|narrow gauge]] railway line and historical forest tramway running from the [[Parambikulam Wildlife Sanctuary]] in [[Palakkad District]] to [[Chalakudy]] in [[Thrissur District]]. Operating from 1907 to 1963, it served the State of [[Cochin]] and brought prosperity by bringing [[Teak]] and [[Rosewood]] from forests which were later shipped to different locations all around the globe.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

==History==

===Inception===
[[File:Rama Varma XV of Cochin.JPG|thumb|right|[[Rama Varma XV]] was the brain behind the idea of Cochin State Forest Tramway]]

The idea of forest tramway was put forward by J.C. Kolhoff, first Conservator of Forests, [[Cochin]], and was implemented by a forest officer on special duty, V. Alwar Chetty. British officers Haldwell and Floukes did the initial survey and route. R.E. Haffield was the first tramway engineer who cleared the forests and laid the lines. It was during the rule of [[Rama Varma XV]], [[Maharaja of Cochin]] (1895 to 1914), the tramway was built.<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>[[Governor of Madras]] Sir [[Oliver Russell, 2nd Baron Ampthill]], inaugurated the construction of tramway on 3 October 1905. Regular work in the tramway started in 1907. On June 26, 1907, the [[Maharaja of Cochin]] passed the Cochin Forest Tramway Act, which provided for protection and management of the tramway.

===Tram routes===
The total length of the tramway was divided into three sections. The first section started from [[Chalakudy]] and ends at Anapantham covering a length of 21 miles. The second section starts from Kavalai to Pothupara covering six miles, and the third starts from Komalapara to Chinnar, covering a distance of 22.5 miles. The total length of tramway is 49.5 miles (79.5 km).<ref>{{cite web
|url=http://www.hindu.com/2010/01/04/stories/2010010455160600.htm
|title=Tramway to a trade empire
|publisher=The Hindu
|accessdate=2013-03-17}}</ref><ref>{{cite web
|url=http://newindianexpress.com/states/kerala/article1410735.ece
|title=Public to get glimpses of the marvel of erstwhile tramway
|publisher=The New Indian Express
|accessdate=2013-03-17}}</ref>

[[File:Kochi City-sizzling port-W.ISLAND, that's created by Lord Bristow.jpg|thumb|left| [[Cochin Port]], the cherry in [[Kerala]]'s growth, was constructed from the earnings of the tramway]].

===Machinery===
As it is the forest headquarters, [[Chalakudy]] used to house the tramway workshop and timber yard. The section had two locomotives that used to pull the trucks and saloons. The locomotives, rolling stock and machinery for the tramway were supplied by [[Orenstein and Koppel]] of [[Germany]]. P&W MacLennan of the U.K. supplied the bridges and culverts. K.R. Menon was the last tramway engineer. The tramway system had double lines and worked on rollers and cables. Empty wagons were rolled up while loaded wagons were pushed down along the other rails.

===Demise===
In 1926, the special finance committee recommended the abolition of the tramway but was rejected by the Government in 1928. Another special committee was set up in 1950 under the chairmanship of the Chief Conservator of Forests, which recommended discontinuing of the tramway. In 1953, another commission was appointed but given the report that tramway should be revived at any cost. Finally in 1963, after serving 56 years and making modern [[Cochin Port]] a present-day commercial harbour and [[Cochin]] City, the economic hub, the Cochin State Forest Tramway was abolished on the basis of a special finance committee report.
The staff was absorbed in various departments of Government.

==Legacy==
The tramway was an engineering wonder in that period for [[South India]]. The money was used for building ports, bridges, roads, colleges, schools etc. [[Cochin Port]], a major port on the [[Arabian Sea]] – [[Indian Ocean]] sea-route was constructed by the earnings from the tramway. [[Wellington Island]], which was created during construction of [[Cochin Port]], was also bankrolled by tramway revenues.

==References==
{{reflist}}

==External links==
* http://www.irsociety.co.uk/Archives/38/Cochin.htm
* http://uccollege.edu.in/history/news/cochin-forests-and-the-british/
* http://traveller.outlookindia.com/issuecontent1.aspx?id=150&flag=issuehome

{{Tramways in India}}
{{Railways in Southern India}}
[[Category:Defunct town tramway systems by city|Cochin State Forest Tramway]]
[[Category:Monorails in India]]
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Tram transport in India]]
[[Category:History of Thrissur]]
[[Category:Kingdom of Cochin]]
[[Category:Transport in Kerala]]
[[Category:Transport in Thrissur]]
[[Category:History of Thrissur district]]
[[Category:Closed railway lines in India]]
[[Category:Companies established in 1907]]
[[Category:1907 establishments in India]]
[[Category:Railway companies established in 1907]]
[[Category:Railway companies disestablished in 1963]]

Bareilly–Pilibheet Provincial State Railway

2017-03-15T07:41:50Z

Punyaboy: add metre gauge category

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Bareilly–Pilibheet Provincial State Railway
|logo =
|type =
|foundation = 1884
|defunct= 1 January 1891
|predecessor= ''none''
|successor= [[Lucknow–Bareilly Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

'''Bareilly–Pilibheet Provincial State Railway''' was owned by the Provincial Government and worked by the [[Rohilkund and Kumaon Railway]]. The Bareilly–Pilibheet Provincial State Railway merged with the [[Lucknow–Sitapur–Seramow Provincial State Railway]] to become the [[Lucknow–Bareilly Railway]] on 1 January 1891. Following two [[metre gauge]] sections were opened as part of the Bareilly–Pilibheet Provincial State Railway namely, Bhojeepura to Bareilly (12 miles) opened 1 October 1884 and Pilibhit to Bhojeepura (24 miles) opened 15 November 1884.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Bareilly-Pilibheet Provincial State Railway}}
[[Category:Metre gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway companies established in 1882]]
[[Category:Railway companies disestablished in 1943]]
[[Category:Rail transport in Uttar Pradesh]]
[[Category:Transport in Bareilly]]

Patiala State Monorail Trainways

2017-03-15T07:30:52Z

Punyaboy: /* Further reading */

{{Infobox public transit
|box_width =
|name = Patiala State Monorail Trainways
|image = Patiala State Monorail System.jpg
|alt =
|imagesize = 300px
|image2 =
|alt2 =
|imagesize2 =
|image3 =
|alt3 =
|imagesize3 =
|caption = Patiala State Monorail train at [[National Rail Museum, New Delhi]]
|owner =
|locale = [[Patiala State]]
|transit_type = [[Monorail]]
|lines = 2
|stations =
|ridership =
|annual_ridership =
|chief_executive =
|headquarters =
|began_operation = February 1907
|ended_operation = 1927
|operator =
|marks =
|host =
|vehicles =
|train_length =
|headway =
|system_length = {{convert|50|mi|km|abbr=on}}
|notrack =
|track_gauge =
|ogauge =
|minimum_radius_of_curvature = 
|el =
|average_speed = 
|top_speed = 
|osm_id =
|map =
|map_name =
|map_state = 
}}

'''Patiala State Monorail Trainways''' ('''PSMT''') was a unique rail-guided, partially road-borne railways system running in [[Patiala]] ([[British India]]) from 1907 to 1927.<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif A mono-tramway opened in February, 1907 connects Basi with railway at Sirhind]</ref><ref>Unusual railways by Mr. J. R. Day and Mr. B. G. Wilson</ref> PSMT was the second monorail system in India, after the [[Kundala Valley Railway]],<ref>[http://www.telegraphindia.com/1130219/jsp/nation/story_16578498.jsp#.UT3OENZgfSg Mumbai gawks as train chugs overhead]. Telegraphindia.com (2013-02-19). Retrieved on 2013-07-29.</ref> and the only operational locomotive-hauled railway system built using the [[Ewing System]] in the world.<ref>Cassell's Railways of the World By Frederick Arthur Ambrose Talbot, 1924 edition</ref> The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although this only used [[Cattle|bullocks]] for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a narrow gauge railway in 1908,<ref>{{cite journal
|title=Sands of Time
|work=Newsletter of Tata Central Archives
|publisher=[[Tata Group|Tata]]
|volume=V
|issue=1
|date=January 2006
|url=http://www.tatacentralarchives.com/publications/newsletters/VOL-05-ISSUE-1-JAN-2006.pdf
|format=PDF
|pages=5–6
}}</ref> PSMT was the only monorail system in India until its closure in 1927. These were the only instances of a monorail train system in [[India]], until the [[Mumbai Monorail]] was opened on 2 February 2014.

A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian [[National Rail Museum]], [[New Delhi]].

==History of PSMT==
{{quote box|width=300px|quote= Whether it was the time or the place I do not know, but perhaps the two together conspired to bury this unique little line in the dust of time. I have found little more than brief published mentions of it and some of those were obviously mistaken conjecture. It was so different from other railways and indeed from other monorails that it was probably easier to dismiss it than to understand it. And yet, from what I can learn of it, it was effective, efficient, and exactly what the situation called for.<ref name=Dickens>{{cite web
|author=Donald W. Dickens
|title=The Patiala State Monorail Tramway — Possibly the world's most obscure railway...
|url=http://www.irfca.org/members/ddickens/PSMTMain.html
}}</ref> |source= '''Donald W. Dickens'''}}
[[Maharaja]] Sir [[Bhupinder Singh of Patiala]] got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was [[Colonel C. W. Bowles]]. Colonel Bowles has earlier successfully used monorail based on [[Ewing System]] (designed by [[William Thorold]]) during his stint as engineer during laying of tracks for [[Bengal Nagpur Railway]] for transportation of construction materials. Maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to make use of the 560 [[mule]]s being maintained by Patiala State.<ref name=Ambler>An Indian "Might-Have-Been", by H. R. Ambler, available at http://www.irfca.org/members/ddickens/PSMTArticle.html</ref> Apart from mules, [[Cattle|bullocks]] were also used to haul the monorail before introduction of steam locomotives on the route of PSMT.

The only published information about PSMT was in a 1908 edition of ''Imperial Gazetteer of India'' in which there was a brief mention. The gazetteer simply stated that ''"a mono-rail tramway, opened in February, 1907, connects [[Basi, Punjab|Basi]] with the railway at [[Sirhind]]"''.<ref>''Imperial Gazetteer of India" Volume 20, Page 44 – available at [http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V20_050.gif] – accessed on December 08, 2010</ref> An ordnance map of 1913 also shows a tramway running along west side of road, but does not mention the PSMT by name. Apart from the above, PSMT has not been mentioned in any official documents of that period in India.

==Advantage of using Ewing System==
The railways based on the Ewing System are basically monorails using a balancing wheel for balancing the train. The main load (almost 95%) is borne by the single rail while the rest is borne by the balancing wheel which runs on the ground. Further, in normal train systems, the rails have to be at almost exact level of other rail, failing which the train may go off the tracks. By using Ewing system, this problem is solved as the balancing wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used. Another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the [[macadam road]]s thus further reducing cost to lay down tracks.

Using one rail also means that the turning circle is far less than the standard trains. PSMT had to pass through some very congested areas. Since the space need to lay the tracks was less and balancing wheel could run on existing roads, PSMT succeeded in running through the congested urban areas of Patiala. The balancing wheel of PSMT ran on the roads and did not interfere with normal traffic.

PSMT could have been forerunner of mass transit system in urban areas in India. Its model still holds good for introducing mass transit system in congested urban areas where laying of train or tram tracks is not possible due to space constraint.

==Routes of PSMT==
The total distance covered by PSMT was {{convert|50|mi|km}}. PSMT was run on two unconnected lines. One ran {{convert|15|mi|km}} (24 km) from [[Sirhind]] to [[Morinda, India|Morinda]]. It was proposed to extend this line to [[Ropar]] but since Ropar was connected by a railway line, this idea was abandoned.<ref name=Ambler/>

The other line ran {{convert|35|mi|km}} from [[Patiala]] to [[Sunam]]. The lines were constructed by the firm of Marsland and Price. Today no trace of the tracks or any infrastructure of PSMT remains. However, information about the route was found in a letter by Colonel Bowles to Mr. Ambler. Colonel Bowles described the route of Patiala-Sunam line as starting from goods yard of [[North Western Railway]] (NWR) at Patiala. The PSMT then crossed the main railway line at a road level crossing nearby. It then went through walled city towards City Mandi and then took a turn north towards cantonment. Then it traveled along the main road to [[Bhawanigarh]] and then [[Sunam]].

The steam locomotive was probably used only on Patiala Sunam Line. In his letter to H. R. Ambler, Col. Bowles wrote that the locomotives were heavy for 18 lb/yd rail (9 kg/m), thus they were not used on Sirhind – Morinda line. Col. Bowles categorically stated that the steam locomotive did run between Patiala Station and City Mandi i.e. a distance of about a mile. Heavier rails (about 60 pounds per yard or 30 kg/m) of almost same length was found stored in PSMT Yard along with other dismantled equipments. Thus in all probabilities, the steam locomotive was used in hauling carriage only between Patiala Station and City Mandi.<ref name=Ambler/>

==Freight and passenger==
The route of the PSMT passed through one of the major agricultural areas of Punjab; the area around Patiala was known as the “wheat basket”. The old photographs of the PSMT show it carrying sacks of grain as well as people. Thus, the PSMT was used for both purposes.

==Steam locomotives==
PSMT initially used mules to pull the train. Later four [[steam locomotive]]s were acquired for pulling the coaches. It is not known whether the locomotives were used on both lines or only on Patiala Sunam line. These four locomotives were of [[0-3-0]] configuration and was built by [[Orenstein & Koppel]] (O&K) of [[Berlin]] in 1907 at cost of £500 to £600 each. Donald W. Dickens, in his article on the PSMT, described the locomotives as “These were an adaptation of the normal O&K [[0-6-0]]'s but had a double flanged driver in the centre of each axle rather than drivers at each end. The right-hand water tank was larger so that some of the weight shifted onto the {{convert|39|in|mm|adj=on}} diameter balance wheel which was attached beyond the enlarged water tank. The outside cylinders were 5½" × 14".The designer at O&K took advantage of the extra cab space behind the enlarged right-hand water tank and put the fire door on the right side of the fire box rather than at the back as is usually done. These locos were confined to the Patiala – Sunam line.”

The wheel arrangement of the locomotives were 0-3-0. The middle flange less wheel was of {{convert|50|cm|ftin}} diameter. Other two wheels were double flanged having groove depth of {{convert|2.15|cm|in}}. The locomotive had wheelbase of {{convert|119|cm|ftin}}.

==Rolling stock==
*Wagons were normally 8 feet long by 6 feet wide (2.4 by 1.8 m), with two {{convert|8|in|mm|adj=on}} diameter rail wheels. The coaches were supported by a road wheel of 98 cm diameter, set at {{convert|7|ft|m}} from the rail.
*The passenger coaches on the Sirhind Line were open-sided wagons with knifeboard seating.
*In 1908 there was a total of 75 goods wagons and 15 passenger coaches.
*According to Col. Bowles, there were a few {{convert|30|ft|m|adj=on}} long goods wagons, having two road wheels. Some of these wagons were also converted for use as passenger coaches by having transverse benches fitted in them.<ref>Unusual Railways by J. R. Day and B. G. Wilason</ref>

==Details about PSMT track==
The track of PSMT was constructed by firm named Marsland and Price, who were based in [[Bombay]]. The track was 18 pound per yard (9 kg/m) rail clipped to iron sleepers 10 in by 8 in by ½ in (250×200×50 mm).

On the Patiala – Sunam line, wooden sleepers 15 by 3 by 4 inches (380×75×100 mm) were initially used but were later replaced with iron sleepers due to [[termite]] infestation.

==Passengers, fares and cargo==
{{quote box|width=300px|quote= The PSMT was begun in 1907. Within a few years the advent of cars and trucks had the same effect on this line as it did on so many others. In 1927 the line was closed and here again it became unique. While most abandoned rail equipment is soon fed to the scrappers torch and furnace, the PSMT's equipment was simply walked away from. For 35 years it rested where it was left. If it were not for a Mr. Mike Satow, a historian of things railroady in India, who discovered the remains in 1962, it would have disappeared from memory by now and so this page is dedicated to him. Largely due to him, one locomotive was restored to full working order by the Northern Railway Workshops at Amritsar. They also reconstructed the Chief Engineer's private inspection car on an old underframe and the two were placed as an operating display at the National Railway Museum of India.<ref name=Dickens/> |source= '''Donald W. Dickens'''}}
The only account of operational details of PSMT is found in papers of Colonel Bowles. According to a memorandum dated October 2, 1908, found amongst Colonel Bowles papers, PSMT carried 20,000 passengers in a month on Sirhand – Morinda line. There are no details of the quantity of goods carried.

The fare is stated to be 1½ [[Anna (coin)|annas]] for the entire route. The rate for carrying goods is mentioned to be 1 anna per maund (80 lb).

There is no account available for fares or number of passenger or quantity of goods carried on Patiala – Sunam line.

==End of PSMT==
Around 1912, with the advent of [[automobile]]s and improved roads, PSMT began losing favour with people. Ultimately PSMT was closed on 1 October 1927. Maharaja Bhupinder Singh expired in 1938 and Col. Bowles, who was in England, on leave, did not have the heart to return. Thus, PSMT and all its records, photographs, etc., were left uncared for, in Patiala. Further, at that period, since there was no interest in Patiala for the PSMT, the documents, photographs etc. related to PSMT was not preserved and thus what could have been valuable source of information on this unique monorail was lost forever.

==Technical experiments in PSMT==
;Experiment using internal combustion engine
Colonel Bowles also experimented with a petrol driven locomotive on Sirhind section.<ref>Railways of the Raj; Author Mike Satow; Page 30</ref> Mr. Donald W. Dicken's article carries a picture captioned "Motor Engine Trial On Patiala State Monorailway". This picture shows four loaded vehicles being pulled by an "Ordinary Motor Car Engine". This experiment was supposedly carried out in 1930. This experiment was exception to animal power or steam power used to pull PSMT.<ref name=Dickens/> This would be first locally built internal combustion engine locomotive in [[Indian subcontinent]].

;Experiment using electric motor
There is a strong possibility that an experiment to run PSMT by using electric motors was carried out. In a BBC's documentary film on Indian Railways, Mike Satow showed the remains of PSMT lying in the PSMT railway yard. In one of the scenes showing undercarriage of PSMT, an electric motor attached to wheel is seen.<ref name=Dickens /> However, no documentary or photographic evidence exists of such experiment.

==Discovery of PSMT==
PSMT was forgotten even in Patiala, until its remains were discovered in a Public Work Department (PWD) shed by Mike Shatow in 1962. PSMT had not been a much publicised railway system. It had been briefly been mentioned in an article by H. A. Robinson in 1936. Thereafter John Day and Brian Wilson mentioned PSMT in detail in their book ''Unusual railways'' in 1957. Day got in touch with Colonel Bowles, who provided him some information and photographs of PSMT. Based on these information, Day wrote another article that appeared in ''Railway World'' magazine in 1962. Mike Satow took it upon himself to find the remains of PSMT and discovered the same in a PWD shed in Patiala in 1962. This article was read by H R Ambler, who did further research and wrote an article – "An Indian “Might-Have-Been”",<ref name=Ambler /> which was published in the February 1969 issue of ''The Railway Magazine''. Ultimately, due to the effort of Mike Satow and others, One PSMT locomotive (Number PSMT – 4)<ref name=RlyMus>{{cite web|url=http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |title=Archived copy |accessdate=February 26, 2008 |deadurl=yes |archiveurl=https://web.archive.org/web/20080509135002/http://www.nationalrailmuseum.org/new_nrm/newstarexhibits/psmt.asp |archivedate=May 9, 2008 }} accessed on November 15, 2008</ref> was restored along with Chief Engineer's private inspection car (this coach was rebuilt on original frame as a normal passenger coach). Both of these are on display at the Indian National Railway Museum, [[New Delhi]]. No information is available about the rest of the locomotives or coaches.

==PSMT at National Rail Museum==
After being restored, PSMT has become one of the star attractions of PSMT at National Rail Museum. It is regularly steamed up and runs on Sundays. It is open for public rides on Sundays as well as by special booking in advance.<ref name=RlyMus/>

==Photographs==
<gallery>
Delhi Railway Museum Monorail 05-02-17 M22.jpeg|Patiala State Monorail
Monorail steam train.jpg|PSMT in shed
PSMT Engine.jpg|Locomotive of PSMT
PSMT Coach.jpg| Coach of PSMT
</gallery>

==See also==
{{Commons category}}
*[[Monorail]]
*[[National Rail Museum, New Delhi]]

==References==
{{Reflist}}

==Further reading==
*{{cite journal |last1=Clarke |first1=John |last2= |first2= |date=February 1969 |title=An Indian Might-have-been|journal=[[The Railway Magazine|Railway Magazine]] |volume=115 |issue=814 |pages=72–76|url= |doi= |editor1-last=Cooke |editor1-first=B.W.C. |publisher=Tothill Press Ltd |location=London |issn=0033-8923 }}

{{Railways in Northern India}}

[[Category:Monorails in India]]
[[Category:Defunct railway companies of India]]
[[Category:Transport in Punjab, India]]
[[Category:1910s establishments in British India]]
[[Category:1910 establishments in India]]
[[Category:1927 disestablishments in India]]

Oudh and Rohilkhand Railway

2017-03-15T07:28:29Z

Punyaboy: /* References */

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Oudh and Rohilkhand Railway
|logo =
|type =
|foundation =1872
|defunct= 1925
|predecessor= [[Indian Branch Railway Company]]
|successor= [[East Indian Railway Company]]
|location_city = Lucknow
|location_country = [[India]]
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = [[Railways]]
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|footnotes =
|intl =
}}
'''Oudh and Rohilkhand Railway''' was an extensive railway network in the North India, mostly north of the [[Ganges]], starting from [[Benares]] and subsequently up to [[Delhi]].

== History ==
The Oudh and Rohilkhand Railway was formed in 1872 with the assets of the [[Indian Branch Railway Company]] and the government guarantee. It had its headquarters at Lucknow.<ref name=fibis>{{cite web| url = http://wiki.fibis.org/index.php?title=Oudh_and_Rohilkhand_Railway |title = Oudh and Rohilkhand Railway| publisher= fibis| accessdate = 30 May 2013}}</ref><ref name=orr>{{cite web| url = http://management.ebooks6.com/The-Oudh-Rohilkhand-Railway-download-w23852.pdf |title = The Oudh and Rohilkhand Railway| publisher= Management E-books6| accessdate = 30 May 2013}}</ref>
<ref>{{cite web| url = http://www.irfca.org/articles/manning/kumaon.html |title = The Rohilkhand and Kumaon| first=Ian|last=Manning| publisher= IRFCA| accessdate = 30 May 2013}}</ref> It built lines from [[Lucknow]] to [[Hardoi]], Lucknow to [[Barabanki city|Barabanki]] and [[Moradabad]] to [[Chandausi]] in 1872 and extended the last to [[Bareilly]] in 1873 It built a line from Varanasi to Lucknow in 1874, with an extension to [[Faizabad|Fyzabad]] known as Fyzabad Loop.<ref name="orr"/><ref>{{cite web| url = http://www.irfca.org/faq/faq-history2.html|title = IR History: Early days II (1870=1889) | publisher= | accessdate = 30 May 2013}}</ref> The 4 miles long [[Broad gauge]] line from Burhwal to Bahramghat was opened on 1 April 1872 opened as part of the Bahramghat branch of the Oudh and Rohilkhand Railway the line got closed around 1943. The 17 miles long Burwhal-Barabanki [[metre gauge]] line was opened 1 April 1872 as part of the Bahramghat branch of the Oudh and Rohilkhand Railway. Upon conversion to mixed gauge, the Metre gauge track formed part of the [[Cawnpore-Burhwal Railway]] which was managed as part of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was merged into the East Indian Railway on 1 July 1925 but this section of the Cawnpore-Burhwal Railway was worked by the [[Bengal and North Western Railway]] and was transferred to the [[Oudh and Tirhut Railway]] on 1 January 1943. The 2 miles long metre gauge line from Benares Cant. to Benares City was opened between 15 March to 1 April 1899 as the Benares City branch of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was absorbed by the East Indian Railway on 1 July 1925 but this line was worked by the Bengal and North Western Railway and its successors from opening and was transferred to the [[North Eastern Railway (India)|North Eastern Railway]] on 27 February 1953. The Oudh and Rohilkhand Railway built the [[Malviya Bridge|Dufferin Bridge]] in 1883 with [[Frederick Walton (engineer)|Frederick Thomas Granville Walton]] as Chief Engineer, and its line was connected to [[East Indian Railway Company]]’s line at [[Mughalsarai Junction railway station|Mughalsarai]].<ref name=orr/> It extended its main line from Moradabad to [[Saharanpur]] in 1881-86 and a branch line was opened from [[Lakhsar]] to [[Haridwar]] in 1883. The Lucknow-[[Rae Bareilly]] extension was completed in 1893.<ref name=orr/> The main line of Oudh and Rohilkhand Railway used to run from Varanasi to Saharanpur via Lucknow, [[Shahjahanpur]], Bareilly, Chandausi and Moradabad. With the opening of the Bareilly-Moradabad link via [[Rampur, Uttar Pradesh|Rampur]] in 1894, the main line distance was shortened and the route via Chandausi came to be known as Chandausi chord. A branch line linked it to [[Aligarh]].<ref name=orr/> The [[Ghaziabad, Uttar Pradesh|Ghaziabad]]-Moradabad link was established in 1898. The Varanasi-Luknow link via Rae Bareilly shortened the main line further.<ref name=orr/> In 1888, the Government of India took over the Oudh and Rohilkhand Railway making it a state railway.<ref name=orr/> In 1925, it was merged with East Indian Railway Company.<ref>{{cite web| url = http://www.irfca.org/faq/faq-history3.html|title = IR History: Part III (1900=1947)| publisher=IRFCA | accessdate = 30 May 2013}}</ref> System mileage was {{convert|1910|km|mi|0|abbr=on}} of {{RailGauge|1676mm}} wide [[Indian gauge|broad gauge]] {{convert|129|km|mi|0|abbr=on}} of {{RailGauge|1000mm}} wide [[metre gauge]].<ref name=fibis/>

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==References==
{{reflist}}

{{Railways in Northern India}}

[[Category:Metre gauge railways in India]]
[[Category:Broad gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Rail transport in Uttar Pradesh]]
[[Category:Railway companies established in 1872]]
[[Category:Railway companies disestablished in 1888]]
[[Category:Awadh]]

Oudh and Rohilkhand Railway

2017-03-15T07:28:20Z

Punyaboy: /* References */

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Oudh and Rohilkhand Railway
|logo =
|type =
|foundation =1872
|defunct= 1925
|predecessor= [[Indian Branch Railway Company]]
|successor= [[East Indian Railway Company]]
|location_city = Lucknow
|location_country = [[India]]
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = [[Railways]]
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|footnotes =
|intl =
}}
'''Oudh and Rohilkhand Railway''' was an extensive railway network in the North India, mostly north of the [[Ganges]], starting from [[Benares]] and subsequently up to [[Delhi]].

== History ==
The Oudh and Rohilkhand Railway was formed in 1872 with the assets of the [[Indian Branch Railway Company]] and the government guarantee. It had its headquarters at Lucknow.<ref name=fibis>{{cite web| url = http://wiki.fibis.org/index.php?title=Oudh_and_Rohilkhand_Railway |title = Oudh and Rohilkhand Railway| publisher= fibis| accessdate = 30 May 2013}}</ref><ref name=orr>{{cite web| url = http://management.ebooks6.com/The-Oudh-Rohilkhand-Railway-download-w23852.pdf |title = The Oudh and Rohilkhand Railway| publisher= Management E-books6| accessdate = 30 May 2013}}</ref>
<ref>{{cite web| url = http://www.irfca.org/articles/manning/kumaon.html |title = The Rohilkhand and Kumaon| first=Ian|last=Manning| publisher= IRFCA| accessdate = 30 May 2013}}</ref> It built lines from [[Lucknow]] to [[Hardoi]], Lucknow to [[Barabanki city|Barabanki]] and [[Moradabad]] to [[Chandausi]] in 1872 and extended the last to [[Bareilly]] in 1873 It built a line from Varanasi to Lucknow in 1874, with an extension to [[Faizabad|Fyzabad]] known as Fyzabad Loop.<ref name="orr"/><ref>{{cite web| url = http://www.irfca.org/faq/faq-history2.html|title = IR History: Early days II (1870=1889) | publisher= | accessdate = 30 May 2013}}</ref> The 4 miles long [[Broad gauge]] line from Burhwal to Bahramghat was opened on 1 April 1872 opened as part of the Bahramghat branch of the Oudh and Rohilkhand Railway the line got closed around 1943. The 17 miles long Burwhal-Barabanki [[metre gauge]] line was opened 1 April 1872 as part of the Bahramghat branch of the Oudh and Rohilkhand Railway. Upon conversion to mixed gauge, the Metre gauge track formed part of the [[Cawnpore-Burhwal Railway]] which was managed as part of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was merged into the East Indian Railway on 1 July 1925 but this section of the Cawnpore-Burhwal Railway was worked by the [[Bengal and North Western Railway]] and was transferred to the [[Oudh and Tirhut Railway]] on 1 January 1943. The 2 miles long metre gauge line from Benares Cant. to Benares City was opened between 15 March to 1 April 1899 as the Benares City branch of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was absorbed by the East Indian Railway on 1 July 1925 but this line was worked by the Bengal and North Western Railway and its successors from opening and was transferred to the [[North Eastern Railway (India)|North Eastern Railway]] on 27 February 1953. The Oudh and Rohilkhand Railway built the [[Malviya Bridge|Dufferin Bridge]] in 1883 with [[Frederick Walton (engineer)|Frederick Thomas Granville Walton]] as Chief Engineer, and its line was connected to [[East Indian Railway Company]]’s line at [[Mughalsarai Junction railway station|Mughalsarai]].<ref name=orr/> It extended its main line from Moradabad to [[Saharanpur]] in 1881-86 and a branch line was opened from [[Lakhsar]] to [[Haridwar]] in 1883. The Lucknow-[[Rae Bareilly]] extension was completed in 1893.<ref name=orr/> The main line of Oudh and Rohilkhand Railway used to run from Varanasi to Saharanpur via Lucknow, [[Shahjahanpur]], Bareilly, Chandausi and Moradabad. With the opening of the Bareilly-Moradabad link via [[Rampur, Uttar Pradesh|Rampur]] in 1894, the main line distance was shortened and the route via Chandausi came to be known as Chandausi chord. A branch line linked it to [[Aligarh]].<ref name=orr/> The [[Ghaziabad, Uttar Pradesh|Ghaziabad]]-Moradabad link was established in 1898. The Varanasi-Luknow link via Rae Bareilly shortened the main line further.<ref name=orr/> In 1888, the Government of India took over the Oudh and Rohilkhand Railway making it a state railway.<ref name=orr/> In 1925, it was merged with East Indian Railway Company.<ref>{{cite web| url = http://www.irfca.org/faq/faq-history3.html|title = IR History: Part III (1900=1947)| publisher=IRFCA | accessdate = 30 May 2013}}</ref> System mileage was {{convert|1910|km|mi|0|abbr=on}} of {{RailGauge|1676mm}} wide [[Indian gauge|broad gauge]] {{convert|129|km|mi|0|abbr=on}} of {{RailGauge|1000mm}} wide [[metre gauge]].<ref name=fibis/>

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==References==
{{reflist}}

{{Railways in Northern India}}

[[Category:Metre gauge railways in India]]
[[Category:Broad gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Rail transport in Uttar Pradesh]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1872]]
[[Category:Railway companies disestablished in 1888]]
[[Category:Awadh]]

Barsi Light Railway

2017-03-15T06:54:15Z

Punyaboy: /* See also */ mentioned in categories

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox heritage railway
| name = Barsi Light Railway
| other_name =
| logo =
| logo_width =
| logo_alt =
| image =
| image_name =
| image_width =
| image_alt =
| caption =
| color =
| locale = [[Maharashtra]]
| terminus =
| longitude =
| latitude =
| map =
| map_caption =
| map_alt =
| mapsize =
| connections =
| linename =
| builtby = [[Everard Calthrop]]
| originalopen = 1897
| originalgauge = {{track gauge|2ft|lk=on}}
| originalrack =
| originalelec =
| owned =
| operator =
| marks =
| stations =
| length =
| preservedgauge =
| preservedrack =
| preservedelec =
| era =
| com-events =
| com-years =
| closedpassengers =
| closed = 2008
| years =
| headquarters =
| website =
| routemap =
| routemap_name =
| routemap_state =
}}
'''Barsi Light Railway (BLR)''' was a {{convert|202|mi|km|sing=on}} long, {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway between [[Miraj]] & [[Latur]] in state of [[Maharashtra]] in [[India]]. It was the brainchild of [[United Kingdom|British]] engineer [[Everard Calthrop]], and regarded as having revolutionised [[narrow gauge]] railway construction in India.

==History==

Calthrop worked as a locomotive inspector for the [[Great Indian Peninsula Railway]] (GIPR), and in 1886 requested leave to investigate proposals for independent branch lines. He identified two schemes of particular interest – a {{convert|5|mi|km|0|sing=on}} tramway connecting the [[Hindu]] religious centre of [[Nasik]] with the railway, and a {{convert|21|mi|km|sing=on}} branch line to the town of [[Barsi]]. The Great Indian Peninsula Railway approved both schemes, and Calthrop undertook a survey of both lines. In 1887 he registered the Indian Railways Feeder Lines Company in [[London]] to promote the construction of feeders to the railway, and began negotiations with the Indian government to build the Barsi Light Railway. The GIPR suggested that he either return to his duties as a locomotive inspector, or resign (with its support) to further promote branch lines. His health was failing, and in 1889 Calthrop resigned from the GIPR. Working as a consultant, he then supervised construction of the {{RailGauge|2ft6in}} gauge horse-powered [[Tram transport in India#Nasik|Nasik Tramway]] using his previous survey.<ref name=Gratton>Gratton, Robert, 2005,''The Leek & Manifold Valley Light Railway'', RCL Publications.</ref>

In 1895 the negotiations that began in 1887 were finally successful and Calthrop formed a new company to build the Barsi Light Railway, employing himself as consulting engineer.<ref name=Gratton/> Calthrop surmised that the [[axle load]] on the [[Wheelset (rail transport)|axles]] of all [[rolling stock]] (including locomotives) could be equal, allowing maximum loading of goods wagons. He settled on a load of {{convert|5|LT|t ST|1|lk=on}} per axle, which was light enough to allow railway lines to be built with {{convert|30|lb/yd|kg/m|1}} [[Rail profile#Rail sizes|rail]]. Further, he argued that using a [[Rail gauge|track gauge]] of {{RailGauge|2ft6in}} was the best compromise between economy of construction and carrying capacity.<ref name=Calthrop>Calthrop, E. R., 1997,''Light Railway Construction'', Plateway Press.</ref> Five 0-8-4T locomotives (with even distribution of axle load) were constructed to Calthrop's specification by [[Kitson and Company]]. The goods rolling stock was constructed on common {{convert|25|by|7|ft|m|2|abbr=on|lk=on}} pressed-steel underframes, reducing [[tare weight]] and maximising wagon loads. Calthrop recognised the importance of railways in warfare, and designed the rolling stock to facilitate the movement of troops and equipment.<ref name=Calthrop/> Rolling stock rode on pressed-steel Fox [[bogie]]s, using the Timmis system of [[Coil spring|double coiled springs]].<ref name=Engineering>anon ''Engineering'' 12 January 1897.</ref> The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the [[Rim (wheel)#Railroad usage|rim]] of the [[wheel]]s. Inclination is now applied universally to railways.<ref>{{cite web |url=http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html|title=The Leek and Manifold Light Railway |accessdate=2008-06-02 |author=Lewis, Nick|date= |work=Narrow Gauge Pleasure |publisher=| archiveurl= https://web.archive.org/web/20080509050715/http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html| archivedate= 9 May 2008 | deadurl= no}}</ref> Prior to shipment of the rolling stock to India, Calthrop and the [[Leeds Forge Company]], manufacturer of the rolling stock, conducted tests on a specially built test track located at Newlay, near [[Leeds]]. The line was opened for inspection by railway officials and journalists, and a number of reports were published in the technical railway press.<ref name=NGIRMR>anon ''E R Calthrop & the Newlay Exhibition'' Narrow Gauge & Industrial Railway Modelling Review No. 69 Jan 2007</ref>

The BLR finally opened in 1897, and was extended on a number of occasions until it reached a total length of {{convert|202|mi|km|0|abbr=on}} in 1927.<ref name=Hughes>Hughes, Hugh 1994 ''Indian Locomotives Pt. 3, Narrow Gauge 1863-1940''. Continental Railway Circle.</ref> It is regarded as having revolutionised the narrow gauge railway system on the Indian subcontinent;<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=2008-06-02 |author=Bhandari, R R |date= |work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref> the railway was immensely successful, establishing Calthrop as one of the leading figures in the field.<ref name=Turner>Turner, Keith 1980, ''The Leak and Manifold Light Railway'', Newton Abbot, David & Charles.</ref> Calthrop remained Consulting Engineer until he retired, due to ill health, two years before his death.<ref name=Gratton/> The BLR continued to be operated as a privately owned railway until 1954, when it was purchased by the [[Indian Railways]].

== Influences ==

Internationally, other narrow gauge railways copied the Calthrop ideas, such as the [[Narrow gauge lines of the Victorian Railways|Victorian narrow gauge railways]] in [[Australia]], which was persuaded to change from {{railgauge|610mm}} gauge to {{railgauge|762mm}} gauge so as to use the rolling stock designs already available for this gauge. The four lines in [[Victoria]] totalled 190.7 miles in length.

== Conversion to broad gauge ==

The Kurduwadi-Miraj section was converted to broad gauge in 2002. The Latur-Osmanabad section was converted to broad gauge in September 2007. (Osmanabad did not lie on the narrow gauge railway line and the alignment was changed for the new broad gauge track to pass through Osmanabad). Finally the remaining Osmanabad-Kurduwadi section of broad gauge track became operational in October 2008.<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=11 August 2015|author=Bhandari, R R|work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref>

== References ==
{{reflist}}

{{Railways in Western India}}

[[Category:2 ft 6 in gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway lines opened in 1897]]
[[Category:Rail transport in Maharashtra]]

Barsi Light Railway

2017-03-15T06:47:22Z

Punyaboy: /* References */

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox heritage railway
| name = Barsi Light Railway
| other_name =
| logo =
| logo_width =
| logo_alt =
| image =
| image_name =
| image_width =
| image_alt =
| caption =
| color =
| locale = [[Maharashtra]]
| terminus =
| longitude =
| latitude =
| map =
| map_caption =
| map_alt =
| mapsize =
| connections =
| linename =
| builtby = [[Everard Calthrop]]
| originalopen = 1897
| originalgauge = {{track gauge|2ft|lk=on}}
| originalrack =
| originalelec =
| owned =
| operator =
| marks =
| stations =
| length =
| preservedgauge =
| preservedrack =
| preservedelec =
| era =
| com-events =
| com-years =
| closedpassengers =
| closed = 2008
| years =
| headquarters =
| website =
| routemap =
| routemap_name =
| routemap_state =
}}
'''Barsi Light Railway (BLR)''' was a {{convert|202|mi|km|sing=on}} long, {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway between [[Miraj]] & [[Latur]] in state of [[Maharashtra]] in [[India]]. It was the brainchild of [[United Kingdom|British]] engineer [[Everard Calthrop]], and regarded as having revolutionised [[narrow gauge]] railway construction in India.

==History==

Calthrop worked as a locomotive inspector for the [[Great Indian Peninsula Railway]] (GIPR), and in 1886 requested leave to investigate proposals for independent branch lines. He identified two schemes of particular interest – a {{convert|5|mi|km|0|sing=on}} tramway connecting the [[Hindu]] religious centre of [[Nasik]] with the railway, and a {{convert|21|mi|km|sing=on}} branch line to the town of [[Barsi]]. The Great Indian Peninsula Railway approved both schemes, and Calthrop undertook a survey of both lines. In 1887 he registered the Indian Railways Feeder Lines Company in [[London]] to promote the construction of feeders to the railway, and began negotiations with the Indian government to build the Barsi Light Railway. The GIPR suggested that he either return to his duties as a locomotive inspector, or resign (with its support) to further promote branch lines. His health was failing, and in 1889 Calthrop resigned from the GIPR. Working as a consultant, he then supervised construction of the {{RailGauge|2ft6in}} gauge horse-powered [[Tram transport in India#Nasik|Nasik Tramway]] using his previous survey.<ref name=Gratton>Gratton, Robert, 2005,''The Leek & Manifold Valley Light Railway'', RCL Publications.</ref>

In 1895 the negotiations that began in 1887 were finally successful and Calthrop formed a new company to build the Barsi Light Railway, employing himself as consulting engineer.<ref name=Gratton/> Calthrop surmised that the [[axle load]] on the [[Wheelset (rail transport)|axles]] of all [[rolling stock]] (including locomotives) could be equal, allowing maximum loading of goods wagons. He settled on a load of {{convert|5|LT|t ST|1|lk=on}} per axle, which was light enough to allow railway lines to be built with {{convert|30|lb/yd|kg/m|1}} [[Rail profile#Rail sizes|rail]]. Further, he argued that using a [[Rail gauge|track gauge]] of {{RailGauge|2ft6in}} was the best compromise between economy of construction and carrying capacity.<ref name=Calthrop>Calthrop, E. R., 1997,''Light Railway Construction'', Plateway Press.</ref> Five 0-8-4T locomotives (with even distribution of axle load) were constructed to Calthrop's specification by [[Kitson and Company]]. The goods rolling stock was constructed on common {{convert|25|by|7|ft|m|2|abbr=on|lk=on}} pressed-steel underframes, reducing [[tare weight]] and maximising wagon loads. Calthrop recognised the importance of railways in warfare, and designed the rolling stock to facilitate the movement of troops and equipment.<ref name=Calthrop/> Rolling stock rode on pressed-steel Fox [[bogie]]s, using the Timmis system of [[Coil spring|double coiled springs]].<ref name=Engineering>anon ''Engineering'' 12 January 1897.</ref> The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the [[Rim (wheel)#Railroad usage|rim]] of the [[wheel]]s. Inclination is now applied universally to railways.<ref>{{cite web |url=http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html|title=The Leek and Manifold Light Railway |accessdate=2008-06-02 |author=Lewis, Nick|date= |work=Narrow Gauge Pleasure |publisher=| archiveurl= https://web.archive.org/web/20080509050715/http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html| archivedate= 9 May 2008 | deadurl= no}}</ref> Prior to shipment of the rolling stock to India, Calthrop and the [[Leeds Forge Company]], manufacturer of the rolling stock, conducted tests on a specially built test track located at Newlay, near [[Leeds]]. The line was opened for inspection by railway officials and journalists, and a number of reports were published in the technical railway press.<ref name=NGIRMR>anon ''E R Calthrop & the Newlay Exhibition'' Narrow Gauge & Industrial Railway Modelling Review No. 69 Jan 2007</ref>

The BLR finally opened in 1897, and was extended on a number of occasions until it reached a total length of {{convert|202|mi|km|0|abbr=on}} in 1927.<ref name=Hughes>Hughes, Hugh 1994 ''Indian Locomotives Pt. 3, Narrow Gauge 1863-1940''. Continental Railway Circle.</ref> It is regarded as having revolutionised the narrow gauge railway system on the Indian subcontinent;<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=2008-06-02 |author=Bhandari, R R |date= |work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref> the railway was immensely successful, establishing Calthrop as one of the leading figures in the field.<ref name=Turner>Turner, Keith 1980, ''The Leak and Manifold Light Railway'', Newton Abbot, David & Charles.</ref> Calthrop remained Consulting Engineer until he retired, due to ill health, two years before his death.<ref name=Gratton/> The BLR continued to be operated as a privately owned railway until 1954, when it was purchased by the [[Indian Railways]].

== Influences ==

Internationally, other narrow gauge railways copied the Calthrop ideas, such as the [[Narrow gauge lines of the Victorian Railways|Victorian narrow gauge railways]] in [[Australia]], which was persuaded to change from {{railgauge|610mm}} gauge to {{railgauge|762mm}} gauge so as to use the rolling stock designs already available for this gauge. The four lines in [[Victoria]] totalled 190.7 miles in length.

== Conversion to broad gauge ==

The Kurduwadi-Miraj section was converted to broad gauge in 2002. The Latur-Osmanabad section was converted to broad gauge in September 2007. (Osmanabad did not lie on the narrow gauge railway line and the alignment was changed for the new broad gauge track to pass through Osmanabad). Finally the remaining Osmanabad-Kurduwadi section of broad gauge track became operational in October 2008.<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=11 August 2015|author=Bhandari, R R|work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref>

== See also ==
* [[Narrow-gauge railways in India]]

== References ==
{{reflist}}

{{Railways in Western India}}

[[Category:2 ft 6 in gauge railways in India]]
[[Category:Defunct railway companies of India]]
[[Category:Railway lines opened in 1897]]
[[Category:Rail transport in Maharashtra]]

Lucknow–Sitapur–Seramow Provincial State Railway

2017-03-15T06:25:11Z

Punyaboy:

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Lucknow–Sitapur–Seramow Provincial State Railway
|logo =
|type =
|foundation = 1886
|defunct= 1 January 1891
|predecessor= ''none''
|successor= [[Lucknow–Bareilly Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

The '''Lucknow–Sitapur–Seramow Provincial State Railway''' was owned by the Provincial Government and worked as part of the Indian State Railways. The Lucknow–Sitapur–Seramow Provincial State Railway merged with the [[Bareilly–Pilibheet Provincial State Railway]] to form the [[Lucknow–Bareilly Railway]] on 1 January 1891. Following three [[metre gauge]] sections opened as part of the Lucknow–Sitapur–Seramow Provincial State Railway namely Lucknow to Sitapur (55 miles) opened 16 November 1886, Sitapur to Lakshimpur (28 miles) opened 15 April 1887 and Lakshimpur to Gola Gokaran Nath (22 miles) opened 4 December 1887.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==See also==
* [[History of rail transport in India]]

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Lucknow-Sitapur-Seramow Provincial State Railway}}
[[Category:Defunct railway companies of India]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1886]]
[[Category:Railway companies disestablished in 1891]]
[[Category:Rail transport in Uttar Pradesh]]

Lucknow–Bareilly Railway

2017-03-15T05:36:35Z

Punyaboy:

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Lucknow–Bareilly Railway
|logo =
|type =
|foundation = 1 January 1891
|defunct= 1 January 1943
|predecessor= [[Lucknow–Sitapur–Seramow Provincial State Railway]] and [[Bareilly–Pilibheet Provincial State Railway]]
|successor= [[Oudh and Tirhut Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

The '''Lucknow–Bareilly Railway''' or '''Lucknow–Bareilly State Railway''' was owned by the Government of India and worked by the [[Rohilkund and Kumaon Railway]]. The Lucknow–Bareilly Railway was formed on 1 January 1891 by merger of [[Lucknow–Sitapur–Seramow Provincial State Railway]] and [[Bareilly–Pilibheet Provincial State Railway]]. The Lucknow–Bareilly Railway was merged into the [[Oudh and Tirhut Railway]] on 1 January 1943.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==See also==
{{Portal|Trains|Railways}}
* [[History of rail transport in India]]

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Lucknow-Bareilly Railway}}
[[Category:Defunct railway companies of India]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1891]]
[[Category:Railway companies disestablished in 1943]]
[[Category:Rail transport in Uttar Pradesh]]

Oudh and Rohilkhand Railway

2017-03-13T07:37:12Z

Punyaboy: Arranged and updated

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Oudh and Rohilkhand Railway
|logo =
|type =
|foundation =1872
|defunct= 1925
|predecessor= [[Indian Branch Railway Company]]
|successor= [[East Indian Railway Company]]
|location_city = Lucknow
|location_country = [[India]]
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = [[Railways]]
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|caption =
|homepage =
|footnotes =
|intl =
}}
'''Oudh and Rohilkhand Railway''' was an extensive railway network in the North India, mostly north of the [[Ganges]], starting from [[Benares]] and subsequently up to [[Delhi]].

== History ==
The Oudh and Rohilkhand Railway was formed in 1872 with the assets of the [[Indian Branch Railway Company]] and the government guarantee. It had its headquarters at Lucknow.<ref name=fibis>{{cite web| url = http://wiki.fibis.org/index.php?title=Oudh_and_Rohilkhand_Railway |title = Oudh and Rohilkhand Railway| publisher= fibis| accessdate = 30 May 2013}}</ref><ref name=orr>{{cite web| url = http://management.ebooks6.com/The-Oudh-Rohilkhand-Railway-download-w23852.pdf |title = The Oudh and Rohilkhand Railway| publisher= Management E-books6| accessdate = 30 May 2013}}</ref>
<ref>{{cite web| url = http://www.irfca.org/articles/manning/kumaon.html |title = The Rohilkhand and Kumaon| first=Ian|last=Manning| publisher= IRFCA| accessdate = 30 May 2013}}</ref> It built lines from [[Lucknow]] to [[Hardoi]], Lucknow to [[Barabanki city|Barabanki]] and [[Moradabad]] to [[Chandausi]] in 1872 and extended the last to [[Bareilly]] in 1873 It built a line from Varanasi to Lucknow in 1874, with an extension to [[Faizabad|Fyzabad]] known as Fyzabad Loop.<ref name="orr"/><ref>{{cite web| url = http://www.irfca.org/faq/faq-history2.html|title = IR History: Early days II (1870=1889) | publisher= | accessdate = 30 May 2013}}</ref> The 4 miles long [[Broad gauge]] line from Burhwal to Bahramghat was opened on 1 April 1872 opened as part of the Bahramghat branch of the Oudh and Rohilkhand Railway the line got closed around 1943. The 17 miles long Burwhal-Barabanki [[metre gauge]] line was opened 1 April 1872 as part of the Bahramghat branch of the Oudh and Rohilkhand Railway. Upon conversion to mixed gauge, the Metre gauge track formed part of the [[Cawnpore-Burhwal Railway]] which was managed as part of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was merged into the East Indian Railway on 1 July 1925 but this section of the Cawnpore-Burhwal Railway was worked by the [[Bengal and North Western Railway]] and was transferred to the [[Oudh and Tirhut Railway]] on 1 January 1943. The 2 miles long metre gauge line from Benares Cant. to Benares City was opened between 15 March to 1 April 1899 as the Benares City branch of the Oudh and Rohilkhand Railway. The Oudh and Rohilkhand Railway was absorbed by the East Indian Railway on 1 July 1925 but this line was worked by the Bengal and North Western Railway and its successors from opening and was transferred to the [[North Eastern Railway (India)|North Eastern Railway]] on 27 February 1953. The Oudh and Rohilkhand Railway built the [[Malviya Bridge|Dufferin Bridge]] in 1883 with [[Frederick Walton (engineer)|Frederick Thomas Granville Walton]] as Chief Engineer, and its line was connected to [[East Indian Railway Company]]’s line at [[Mughalsarai Junction railway station|Mughalsarai]].<ref name=orr/> It extended its main line from Moradabad to [[Saharanpur]] in 1881-86 and a branch line was opened from [[Lakhsar]] to [[Haridwar]] in 1883. The Lucknow-[[Rae Bareilly]] extension was completed in 1893.<ref name=orr/> The main line of Oudh and Rohilkhand Railway used to run from Varanasi to Saharanpur via Lucknow, [[Shahjahanpur]], Bareilly, Chandausi and Moradabad. With the opening of the Bareilly-Moradabad link via [[Rampur, Uttar Pradesh|Rampur]] in 1894, the main line distance was shortened and the route via Chandausi came to be known as Chandausi chord. A branch line linked it to [[Aligarh]].<ref name=orr/> The [[Ghaziabad, Uttar Pradesh|Ghaziabad]]-Moradabad link was established in 1898. The Varanasi-Luknow link via Rae Bareilly shortened the main line further.<ref name=orr/> In 1888, the Government of India took over the Oudh and Rohilkhand Railway making it a state railway.<ref name=orr/> In 1925, it was merged with East Indian Railway Company.<ref>{{cite web| url = http://www.irfca.org/faq/faq-history3.html|title = IR History: Part III (1900=1947)| publisher=IRFCA | accessdate = 30 May 2013}}</ref> System mileage was {{convert|1910|km|mi|0|abbr=on}} of {{RailGauge|1676mm}} wide [[Indian gauge|broad gauge]] {{convert|129|km|mi|0|abbr=on}} of {{RailGauge|1000mm}} wide [[metre gauge]].<ref name=fibis/>

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==References==
{{reflist}}

{{Railways in Northern India}}

[[Category:Rail transport in Uttar Pradesh]]
[[Category:Defunct railway companies of India]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1872]]
[[Category:Railway companies disestablished in 1888]]
[[Category:Metre gauge railways in India]]
[[Category:Broad gauge railways in India]]
[[Category:Awadh]]

Bareilly–Pilibheet Provincial State Railway

2017-03-13T07:18:01Z

Punyaboy: updated

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Bareilly–Pilibheet Provincial State Railway
|logo =
|type =
|foundation = 1884
|defunct= 1 January 1891
|predecessor= ''none''
|successor= [[Lucknow–Bareilly Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

'''Bareilly–Pilibheet Provincial State Railway''' was owned by the Provincial Government and worked by the [[Rohilkund and Kumaon Railway]]. The Bareilly–Pilibheet Provincial State Railway merged with the [[Lucknow–Sitapur–Seramow Provincial State Railway]] to become the [[Lucknow–Bareilly Railway]] on 1 January 1891. Following two [[metre gauge]] sections were opened as part of the Bareilly–Pilibheet Provincial State Railway namely, Bhojeepura to Bareilly (12 miles) opened 1 October 1884 and Pilibhit to Bhojeepura (24 miles) opened 15 November 1884.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==See also==
* [[History of rail transport in India]]

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Bareilly-Pilibheet Provincial State Railway}}
[[Category:Defunct railway companies of India]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1882]]
[[Category:Railway companies disestablished in 1943]]
[[Category:Rail transport in Uttar Pradesh]]
[[Category:Transport in Bareilly]]

Lucknow–Sitapur–Seramow Provincial State Railway

2017-03-13T07:15:01Z

Punyaboy: Arranged

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox company
|name = Bengal and North Western Railway
|logo =
|type =
|foundation = 1886
|defunct= 1 January 1891
|predecessor= ''none''
|successor= [[Lucknow–Bareilly Railway]]
|location_city =
|location_country = India
|location =
|locations = 
|key_people =
|area_served = Northern India
|industry = Railways
|products =
|services = [[Rail transport]]
|revenue =
|operating_income =
|net_income =
|num_employees =
|parent =
|divisions =
|subsid =
|slogan =
|homepage =
|footnotes =
|intl =
}}

The '''Lucknow–Sitapur–Seramow Provincial State Railway''' was owned by the Provincial Government and worked as part of the Indian State Railways. The Lucknow–Sitapur–Seramow Provincial State Railway merged with the [[Bareilly–Pilibheet Provincial State Railway]] to form the [[Lucknow–Bareilly Railway]] on 1 January 1891. Following three [[metre gauge]] sections opened as part of the Lucknow–Sitapur–Seramow Provincial State Railway namely Lucknow to Sitapur (55 miles) opened 16 November 1886, Sitapur to Lakshimpur (28 miles) opened 15 April 1887 and Lakshimpur to Gola Gokaran Nath (22 miles) opened 4 December 1887.

== Conversion to broad gauge ==

The railway lines were converted to {{RailGauge|1676mm|lk=on}} [[broad gauge]] in 2017.

==See also==
* [[History of rail transport in India]]

==Notes==
# Rao, M.A. (1988). ''Indian Railways'', New Delhi: National Book Trust
# Chapter 1 - Evolution of Indian Railways-Historical Background

{{Railways in Northern India}}

{{DEFAULTSORT:Lucknow-Sitapur-Seramow Provincial State Railway}}
[[Category:Defunct railway companies of India]]
[[Category:History of rail transport in India]]
[[Category:Railway companies established in 1886]]
[[Category:Railway companies disestablished in 1891]]
[[Category:Rail transport in Uttar Pradesh]]

Barsi Light Railway

2017-03-05T05:55:30Z

Punyaboy: Removed irrrlevant information. Arranged in order . Combined sections into meaningful ones.

{{Use dmy dates|date=January 2016}}
{{Use Indian English|date=January 2016}}
{{Infobox heritage railway
| name = Barsi Light Railway
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| locale = [[Maharashtra]]
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| builtby = [[Everard Calthrop]]
| originalopen = 1897
| originalgauge = {{track gauge|2ft|lk=on}}
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| closed = 2008
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'''Barsi Light Railway (BLR)''' was a {{convert|202|mi|km|sing=on}} long, {{RailGauge|2ft6in|lk=on}} [[Narrow gauge railway|narrow gauge]] railway between [[Miraj]] & [[Latur]] in state of [[Maharashtra]] in [[India]]. It was the brainchild of [[United Kingdom|British]] engineer [[Everard Calthrop]], and regarded as having revolutionised [[narrow gauge]] railway construction in India.

==History==

Calthrop worked as a locomotive inspector for the [[Great Indian Peninsula Railway]] (GIPR), and in 1886 requested leave to investigate proposals for independent branch lines. He identified two schemes of particular interest – a {{convert|5|mi|km|0|sing=on}} tramway connecting the [[Hindu]] religious centre of [[Nasik]] with the railway, and a {{convert|21|mi|km|sing=on}} branch line to the town of [[Barsi]]. The Great Indian Peninsula Railway approved both schemes, and Calthrop undertook a survey of both lines. In 1887 he registered the Indian Railways Feeder Lines Company in [[London]] to promote the construction of feeders to the railway, and began negotiations with the Indian government to build the Barsi Light Railway. The GIPR suggested that he either return to his duties as a locomotive inspector, or resign (with its support) to further promote branch lines. His health was failing, and in 1889 Calthrop resigned from the GIPR. Working as a consultant, he then supervised construction of the {{RailGauge|2ft6in}} gauge horse-powered [[Tram transport in India#Nasik|Nasik Tramway]] using his previous survey.<ref name=Gratton>Gratton, Robert, 2005,''The Leek & Manifold Valley Light Railway'', RCL Publications.</ref>

In 1895 the negotiations that began in 1887 were finally successful and Calthrop formed a new company to build the Barsi Light Railway, employing himself as consulting engineer.<ref name=Gratton/> Calthrop surmised that the [[axle load]] on the [[Wheelset (rail transport)|axles]] of all [[rolling stock]] (including locomotives) could be equal, allowing maximum loading of goods wagons. He settled on a load of {{convert|5|LT|t ST|1|lk=on}} per axle, which was light enough to allow railway lines to be built with {{convert|30|lb/yd|kg/m|1}} [[Rail profile#Rail sizes|rail]]. Further, he argued that using a [[Rail gauge|track gauge]] of {{RailGauge|2ft6in}} was the best compromise between economy of construction and carrying capacity.<ref name=Calthrop>Calthrop, E. R., 1997,''Light Railway Construction'', Plateway Press.</ref> Five 0-8-4T locomotives (with even distribution of axle load) were constructed to Calthrop's specification by [[Kitson and Company]]. The goods rolling stock was constructed on common {{convert|25|by|7|ft|m|2|abbr=on|lk=on}} pressed-steel underframes, reducing [[tare weight]] and maximising wagon loads. Calthrop recognised the importance of railways in warfare, and designed the rolling stock to facilitate the movement of troops and equipment.<ref name=Calthrop/> Rolling stock rode on pressed-steel Fox [[bogie]]s, using the Timmis system of [[Coil spring|double coiled springs]].<ref name=Engineering>anon ''Engineering'' 12 January 1897.</ref> The line was constructed with rail inclination (then a new idea), which involves tilting the rail a few degrees to make its surface more nearly parallel with that of the [[Rim (wheel)#Railroad usage|rim]] of the [[wheel]]s. Inclination is now applied universally to railways.<ref>{{cite web |url=http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html|title=The Leek and Manifold Light Railway |accessdate=2008-06-02 |author=Lewis, Nick|date= |work=Narrow Gauge Pleasure |publisher=| archiveurl= https://web.archive.org/web/20080509050715/http://www.narrow-gauge-pleasure.co.uk/rlyleekandmanifold.html| archivedate= 9 May 2008 | deadurl= no}}</ref> Prior to shipment of the rolling stock to India, Calthrop and the [[Leeds Forge Company]], manufacturer of the rolling stock, conducted tests on a specially built test track located at Newlay, near [[Leeds]]. The line was opened for inspection by railway officials and journalists, and a number of reports were published in the technical railway press.<ref name=NGIRMR>anon ''E R Calthrop & the Newlay Exhibition'' Narrow Gauge & Industrial Railway Modelling Review No. 69 Jan 2007</ref>

The BLR finally opened in 1897, and was extended on a number of occasions until it reached a total length of {{convert|202|mi|km|0|abbr=on}} in 1927.<ref name=Hughes>Hughes, Hugh 1994 ''Indian Locomotives Pt. 3, Narrow Gauge 1863-1940''. Continental Railway Circle.</ref> It is regarded as having revolutionised the narrow gauge railway system on the Indian subcontinent;<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=2008-06-02 |author=Bhandari, R R |date= |work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref> the railway was immensely successful, establishing Calthrop as one of the leading figures in the field.<ref name=Turner>Turner, Keith 1980, ''The Leak and Manifold Light Railway'', Newton Abbot, David & Charles.</ref> Calthrop remained Consulting Engineer until he retired, due to ill health, two years before his death.<ref name=Gratton/> The BLR continued to be operated as a privately owned railway until 1954, when it was purchased by the [[Indian Railways]].

== Influences ==

Internationally, other narrow gauge railways copied the Calthrop ideas, such as the [[Narrow gauge lines of the Victorian Railways|Victorian narrow gauge railways]] in [[Australia]], which was persuaded to change from {{railgauge|610mm}} gauge to {{railgauge|762mm}} gauge so as to use the rolling stock designs already available for this gauge. The four lines in [[Victoria]] totalled 190.7 miles in length.

== Conversion to broad gauge ==

The Kurduwadi-Miraj section was converted to broad gauge in 2002. The Latur-Osmanabad section was converted to broad gauge in September 2007. (Osmanabad did not lie on the narrow gauge railway line and the alignment was changed for the new broad gauge track to pass through Osmanabad). Finally the remaining Osmanabad-Kurduwadi section of broad gauge track became operational in October 2008.<ref>{{cite web |url=http://www.irfca.org/articles/isrs/isrs082004-steam-history.html |title=Steam in History |accessdate=11 August 2015|author=Bhandari, R R|work=The IRFCA Server |publisher=Indian Railways Fan Club| archiveurl= https://web.archive.org/web/20080606074219/http://www.irfca.org/articles/isrs/isrs082004-steam-history.html| archivedate= 6 June 2008 | deadurl= no}}</ref>

== See also ==
* [[Narrow-gauge railways in India]]

== References ==
{{reflist}}

{{Railways in Western India}}

[[Category:2 ft 6 in gauge railways in India]]
[[Category:Railway lines opened in 1897]]
[[Category:History of rail transport in India]]
[[Category:Rail transport in Maharashtra]]