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ऩश्चिभ भध्म ये र West Central railway

OUR HERITAGE An awareness publication by Heritage Section, West Central Railway, Jabalpur

Marble Falls, Jabalpur, M.P.

Sanchi, Bhopal , M.P.

Khajuraho Temple, Chattarpur, M.P.


British and Princely States’ Railways Map in the year 1909

Our Heritage, West Central Railway, 2013-14.

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Sl. No 1 2 3 4 5 6 7 8 9 10 11 12

Contents Editorial GM’s Message

CME’s Message Chief Heritage Officers Message on WCR Heritage policy & Action Plan Calcutta met Bombay- By Sh. Manoj Pandey CPO/SER. and ex- CPO/WCR ऩ.भ.ये . भें विचि हे यीटे ज ददिस का ऩारनए 18 अप्रैर 2013

Yester- efforts—A tribute to our forefathers. Available Photo features on making of the rail routes, tunnels etc. Heritage Bridges of Jabalpur Division- Photos of Bridges. Heritage Bridges of Bhopal Division - Photos of Bridges KOTA-NAGDA Section with Dara Cutting of WCR- Photos

Page No. 3 4 5 6 8 13 17 20 21 25 29 30

13 14

Heritage Bridges of Kota Division-. Photos of Bridges. Evolution of IR Bridges’ technology- By Sh. V.N. Mathur, Member Traffic (Retd.), a Photo feature Process flow chart for life assessment of Heritage Bridges at High Axle Load Heritage Buildings of Jabalpur Division- Photos of Buildings

15

Heritage Buildings of Bhopal Division- Photos of Buildings

37

16

Heritage Buildings of Kota Division-

43

17

Evolution of IR Buildings’ Architectures- By Sh. V.N. Mathur, Member Traffic (Retd.), a Photo

Photos of Buildings

34 35

44

feature.

18

Miscellaneous, signals, electric locos, rail routes in the midst of picturesque landscape. Photo

61

feature.

19

Kota Heritage park - Photo Feature

64

20

Locomotives of WCR., Photo feature

66

21

GOC may inspire Kota Workshop (WRS) in NRM’s loco maintenance. –a photo feature

69

22

वियासत ऩमयटन, साॊस्कृततक वियासत ऩमयटन, भ.प्र. ऩमयटन

70

23

History of Electrification of Indian Railway

76

Our Heritage, West Central Railway, 2013-14.

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EDITORIAL

Dear Sir, We hardly intend to miss the opportunities to see the Museum, Palaces, Forts, Ancient remains of socio-religious and cultural structures besides the Natural Beauties, whenever we happen to visit a city or town for the first time, whether within the country or it is in the abroad. Why? This sublime and eternal quest to know the yester-efforts of our ancestors are somewhat inherently and organically more generic than volubly argumentative, they may be either the ruling leaders,patrons,connissers of the time or those being the ruled - the engineers, the architects, the craftsmen, the guilds and the artisans. Digging into the memory line, I recollect a classic article, named “Our Heritage”, taken from the selections of my middle school English Textbook, written by the eminent exponent of Indian Heritage and Heritage Tourism Movement, Shri Mulk Raj Anand, who first made me acquainted with the very word “Heritage” in an indisputably simple but a mystic fashion in following words. “...................there was once only one God called The Brahma and He wanted to be many, and this whole and diverse Universe came into existence. Since everything was created by Him, there is an innate intrinsic desire within all of us to unite with Him”. This is the ethos of Indian Heritage & Culture, Shri Anand expounded in his theory from father, grandfather and so on till we ultimately reach to the Param Pita, The Brahma. This awareness publication of “Our Heritage” is intended to acknowledge and pay soulful homage to the efforts of our forefathers who are silently lying in the layers of present form of this beautiful civilization we are living in now with comfort, peace and prosperity. As some benchmark, pre-independance heritage items, both movables and immovables have been attempted to present but shades of some of the post-independence items have naturally appeared for completion and continuity of illustrations of the subject and collaborators’ designs due to technological subserviénce in absence of strong R&D infrastructure in the post-independance intial years in India. ‘Indian Railways’ Heritage Buildings and Bridges’ as presented in the annual workshop on Railways’ Heritage in NAIR (previously RSC), Vadodara by Sh.V.N.Mathur, Member Traffic (Retd.) have been put in juxtaposition with those of BB & CI(WR) and GIP(CR) items.They are ancestors of present WCR. This will encourage our readers, engineers and users to compare and identify analogically & analytically the unique Heritage features of the existing items developed by then available resources, skills as well as the local constraints of the British Indian and Princely State Railways. I further acknowledge the contributions, guidance, encouragement and help provided by Shri Piyush Mathur, CPRO/WCR and his section, Shri S.K. Prasad, Chief Heritage Officer/WCR., Shri. Kaushal Kishore, Chief Engr.(TP)/WCR and Ex-member of Heritage Core Group, Shri.R.N.Sunkar, Chief Bridge Engr./WCR. Shri C.L. Vishwakarma,SSE/Mechanical and Shri Yogesh Chaure, JE of Mechanical deptt/HQ who put in tireless hard work in making this first publication possible by turning the nights into the days. I convey my Gratitudes and Courtesies to all those writers, authorities whose valuable articles and photographs have enlightened the contents of this awareness publication of Heritage section in WCR/HQ. “Nothing succeeds like success” is the proverbial truth, but not without the love and compassion. I earnestly appeal to detach from any strange fits of sudden passion if flashes in the “Marabar Caves” while “A Passage to India” and disclaim the legal tangles unlike Dr. Aziz while making cut-paste attempts of this first awareness publication. Finally I pray to the Almighty that all of us enjoy the pervasive blessings together that our forefathers keep showering on us in slumber. With grateful thanks, Sir. (SHIBAJI MONDAL) Dy. CME (Heritage),WCR

Our Heritage, West Central Railway, 2013-14.

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WHEN BOMBAY MET CALCUTTA

Author:Shri Manoj Pande C.P.O/S.E Railway, Ex.C.P.O/WCR

Railways were established in India for various reasons. In some areas they started as famine works, in others as commercial enterprises and in some as ventures of enlightened rulers. A substantial growth in the network was via private companies incorporated in England. East Indian Railway (EIR) and Great Indian Peninsula Railway (GIP) were two of them. Though the credit for the first train in India goes to GIP (April 16, 1853), it was the EIR, which started the work of laying lines earlier, and grew faster in the Initial years. Earlier Times: Major Highways in India had, for centuries radiated from the inland centres like Delhi, Lahore, Agra, Mirzapur etc. towards the established port towns. The process was reversed in regards to the railways. Bombay and Calcutta, places of no importance prior to the advent of the East India Company, became the points from where the railway network spread into mainland India. GIP started from Bombay and EIR from Calcutta, into the interior of the country. Jabalpur is, in a way, the heart of India. About 50 kms from Jabalpur is the village Manohargaon in Katni district, which is the Geographical Centre point of India. Jabalpur was ruled by various Gond rulers and lastly by the Bhonsles of Nagpur, till it was annexed by the British in 1817. The traditional trade route from Nagpur to Mirzapur passed through Jabalpur. It was thus natural that the city figured in the plans of both GIP and EIR. EIR comes to Jabalpur: The distance from Jabalpur to Calcutta was 733 miles. Railway had already reached Allahabad. Work on the Naini Jabalpur section was started in 1863-64 and completed in 1867. The line opened for general traffic on August 1, 1867- a distance of 222 miles. Its route closely followed the Mirzapur road. The stations between Naini and Jabalpur were built by the EIR. Some structures with distinctive architectural features of EIR still remain. Jabalpur station building was constructed by EIR. It had a stone edifice with a beautiful façade of arches and a portico. Much later, the station was expanded with a new ‘frontage’ that eclipsed the earlier features. It has been ‘improved’ and ‘beautified’ further with additions of the ubiquitous Kota stone, granite and modern signages. However, distinctive architectural features of the old structure do still manage to show through especially on Platform No 1. Jules Verne: a Frenchman wrote the famous novel “Around the World in Eighty days”. A part of this journey is in India, from Bombay to Calcutta by train. Here is an extract: “Formerly one was obliged to travel in India by the old cumbrous methods of going on foot or on horseback, in palanquins or unwieldy coaches; now fast steamboats ply on the Indus and the Ganges, and a great railway, with branch lines joining the main line at many points on its route, traverses the peninsula from Bombay to Calcutta in three days…….. ……….The train stopped, at eight o'clock, in the midst of a glade some fifteen miles beyond Rothal, where there were several bungalows, and workmen's cabins. The conductor, passing along the carriages, shouted, "Passengers will get out here!" …

Power Horse of the Past... Railway Routes- Ruled by Steam engine Phileas Fogg looked at Sir Francis Cromarty for an explanation; but the general could not tell what meant a halt in the midst of this forest of dates and acacias. …… rushed out and speedily returned, crying: "Monsieur, no more railway! "What do you mean?" asked Sir Francis."I mean to say that the train isn't going on." Our Heritage, West Central Railway, 2013-14.

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This is a work of fiction yet partly true. The book was published in 1873 though the two cites were linked in 1870. But a Frenchman could hardly be expected to be current about the railway network of another country in another continent. William Henry Sleeman (1788-1856): is the man widely credited with having rid the region of the thugee menace. Jabalpur Mirzapur road was once the area of the notorious thugs who used to kill and rob the travellers. Sleeman spent considerable part of his service in the region. In March 1828, he assumed the civil and executive charge of Jabalpur and in 1835, he was given the task of suppression of thugee He spent some time in unearthing their language and practices. More than 3000 thugs were convicted. Hundreds were hanged publicly and an alternate means of livelihood was provided to the survivors. A reformatory school at Jabalpur started by him taught occupational trades like brick making, building work, carpet weaving etc. He secured 96 acres of land from the government to settle landless farmers. The village was named Sleemanabad. The police station building designed by him was constructed in 1843. Trials of thugs took place here. Nearby were the structures where they were hanged. These can be seen from the Sleemanabad Road station. The GIP line: towards Jabalpur was built at a feverish pace. It reached Itarsi on January 1 1870, Sohagpur (30.69 miles) on February 1 1870 and Sohagpur to Jabalpur (121.36 miles) on March 8 1870. One of the largest works encountered in the Jabalpur Itarsi line was the bridge over the mighty Narmada. The Gazetteer, quoting the report of the administration of the Central provinces mentions that large quantities of building material came by exhuming the remains of temple edifices and ancient cities found in shapeless masses covered with earth that had accumulated over the centuries. The engineers involved in the construction of the line faced numerous problems. Not only were there difficulties in the supply of girders and sleepers of good quality, there were difficulties of inhospitable terrain and thick jungles infested with mosquitoes. There were outbreaks of epidemics like cholera and small pox that caused large number of deaths of the construction labour. The executive officer-in-charge Mr Smith was carried off by cholera and the Inspector of Works Mr Boast died of Small Pox. Mr R.M.Brereton, the Chief Engineer in his letter No 5562 of 1869 dated August 14,1869 to the Agent, said that severity of cholera and small pox had kept a large number of the usual hands from upper India away from work and as a consequence labour had to be imported from Poona and Deccan districts. He records that “ I am satisfied that but for the extraordinary exertions of the engineers and the contractors, it would not have been possible to have had the through line to Jubbulpore before the cold season of 1870-71”. The Builders: East Indian Railway: Henry Peveril LeMesurier (1828-1889) was the Chief Engineer for the ‘Jubbulpore” project. In 1854 he joined EIR as an Assistant Engineer and rose rapidly. He worked on surveys and construction of the EIR main line and in 1859,he was appointed CE for the Jubbulpore extension and remained so till 1868. By October 1869,he was the Agent of GIP. In February 1877, he left India to become a member, and later President of the Board of Administration of the Egyptian railways. He was a representative of a group of British railway engineers who went to India early in their careers, made a name for themselves and then went on to achieve a greater distinction elsewhere. Charles Innes Spencer was LeMesurier’s second in command while the contractors’ chief agent was Mark W Carr. Carr had served apprenticeship in Robert Stevenson’s firm and had great experience of railways in Britain. After this project, he built a railway in Hungary. Later he branched off to mining in Spain and Mexico. Waring Brothers & Hunt were the contractors for this project. Warring Brothers were the sons of John Waring, a well-known public works contractor in England who undertook major railway contracts throughout the world. James Hunt, who had successfully carried out some EIR work in the past, was their link with India. Richard Shaw Brundell and John M Easton were two trained engineers employed by the contractors to execute the Jubbulpore project. After this project was complete, they formed their own contracting firm based in Jabalpur. The first contract they secured was to maintain the Jubbulpore line for two years and to complete extensions and additions to the stations. Great Indian Peninsula Railway: R.M.Brereton was the Chief Engineer of the North East Division to Jabalpur while Mr Jeoff Wright was the Resident Engineer and T.N.Pearson, the Special Engineer. Mr Brereton executed his work brilliantly and earned good name for his effectiveness, but had none too good relations with the Agent. In a letter of 24.10.1868, the Agent has adversely commented upon the action of Mr Brereton in ordering a special train for himself to go to Jabalpur. Ian J Kerr, notes that by this time a pool of men experienced in railway engineering in India had come into existence and they, moving sequentially from project to project and from railway companies to contractors, provided the engineering and organisational expertise which was often lacking in the 1850s. Our Heritage, West Central Railway, 2013-14.

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An interesting feature of the railway line in Jabalpur city is the four underbridges that were built in the initial stages of the construction of the track. The location of the main station and the decision for these under bridges was taken with the active involvement of Col. M.P.Rickets who was the Deputy Commissioner at that time. Girders were placed on embankments with the help of trained elephants, which were being used to load timber in the wagons. The city of Jabalpur still refers to these bridges while giving directions. Zonal headquarters office of WCR, for instance, is near the first bridge! The link is established: A galaxy of eminent persons were present a Jabalpur on Monday, March 8,1870. The occasion was graced by The Duke of Edinburgh, who arrived from Allahabad and the Viceroy Lord Mayo, who arrived from Bombay with the Governor of Bombay Sir Seymour Fitzgerald. Among other dignitaries present were the Commander in Chief, Resident at Hyderabad, Maharajas of Rewa, Holkar, Panna, and the Raja of Maihar. The train carrying the Viceroy left Bori Bunder on Sunday at 9.15 A.M. and arrived in Jabalpur at about 7 P.M. the following day. The train took about 2 hours extra due to running of two special trains before that of the Viceroy and to the fact that the Viceroy’s train was longer as the Governor of Bombay’s train was added to it. The engines were new and there were festivities en route. Immediately on reaching the station there was a general rush to the place where the rails of GIP and EIR were to be joined. The Viceroy received the silver plated hammer from Mr Le Messurier and having struck the silver key that connected the two rails handed the hammer to His Royal Highness, who also gave the key a stroke after which the Viceroy said- “the communication between Bombay and Calcutta is now open!” There was an elegant Banquet in the night hosted by the GIP attended by the high and mighty of the region and the country. Lord Mayo’s speech on the occasion said “ In a generation we have placed in India as great results of British enterprise as exist in any other part of the world and those gigantic monuments of early rule will, for ages, remain as lasting memorials of the good we have done and, of the benefits we have conferred on the people of this country.” The place where EIR and GIP joined is on Platform 1, where two electric poles of EIR still stand, unknown to all. It is a matter of time before they too are uprooted in yet another round of station beautification. Educational Facilities: Mr G.P.Thomas, the then Resident Engineer wrote to the East Indian Railway Board of Agency that “ there are no schools in Jubbulpore, where the company’s employees’ children can go, except the school in the barracks, which is at too great a distance. I would solicit the favour of a little assistance in the way of funds for the purpose of furnishing a school room.” Half a bungalow at Jabalpur was permitted by the EIR for being given rent free for the proposed school with a monthly grant of Rs.20. A school opened on June 1 1870 with Rev. W.B.Drawbridge, the Chaplain of the Christ Church near the Railway station as its founder. It further got a grant-in-aid of Rs 50 from the government in 1872. The letter dated June 5, 1872 from the Inspector General of Education, Central Provinces, Nagpur, to Rev. W.B.Drawbridge said “ I have much pleasure in informing you that the Chief Commissioner has been pleased to sanction a grant-in-aid of Rs.50 p.m. to the Jabalpur School for railway employees from April 1, 1872……..”

Bombay Howrah Mail Approaching Gurrah station Steam Engine hauling a passenger train The school was conducted according to the principles of the Church of England, for the education of the European and Anglo Indian children. GIPR had a representative in the school committee, as did EIR. Extracts of the minute books dated April 4, 1903 read thus- “ the Hon Secy having drawn the attention of Mr Reston, Resident Engineer GIPR that he had not attended any of the committee’s meetings, Mr Reston replied that “ I have no recollection of receiving notice from you of any such meeting” The Hon Secy showed three envelopes in which notices had been circulated, signed by Mr Reston himself. As late as 1922, there were 110 boys on roll of which 60 percent were of parents employed or connected with the railways. GIPR contributed Rs 2500 p.a while EIR made grant of Rs 3 p.m of parents employed in the railways. Our Heritage, West Central Railway, 2013-14.

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Today, Christ Church Schools (separate for boys and girls) are one of the best schools in Jabalpur. The railways give no grant anymore and the committee has no railway representative. Children of many railway officers and children study here, though they are now a very small number. It is noteworthy to mention here that the present Principal of the boys’ school, Mr Ladlie Mathews, served the railways for a short stint before entering the far more satisfying field of education. RAIL BORNE TRADE: Before the opening of the railway, the trade was carried on by the Banjaras and others by means of pack-bullocks. Construction of the lines to Calcutta and Bombay led a very large rise in the prices of agricultural produce and gave the greatest stimulus to the district trade. Murwara (near Katni) became a major exporter of limestone. Paint prepared from iron ore by one Mr. Olpherts, which was used for painting ships and railway wagons was another important export. With the passage of time, change in policies and industrialization, the traffic pattern also changed. A comparison of a few stations over 100 years is quite revealing. The stations of yesteryears have gradually gone down in loading for various reasons. TABLE: Exports of certain key stations over a span of 100 years from 1904 and 2004

Station 1904

YEAR 1954

(Quintals) (Quintals)

2004-2005 (Quintals)

Katni619320 601320 209220 Murwara Jabalpur 408520 286400 Closed Sihora 146000 56600 Closed Niwar 5320 38600 223270 Deori 36240 2640 Closed Sleemnabad 69800 62440 Closed The Imperial Gazetteer of India (1908) records that wheat, gram, pulses and oilseeds (sesame, rapeseed, mustard) are the principal exports. Hemp is sent to both Calcutta and Bombay for export to England. Considerable quantities of ghee and forest produce (lac, mahuva ) are despatched from Jubbulpore, but most of this comes from Seoni and Mandla. Hides and horns, bones and dried beef are also largely exported. Other exports were limestone, bauxite, cement, and porcelain. Salt came from Sambhar lake, Bombay & Gujarat. Sugar from Mauritius and gur from Bihar. Kerosene oil was universally used for lighting. Cotton cloth was imported from Ahmedabad and also from the Berar & Nagpur Mills. Synthetic indigo had begun to find a market within the last few years. Transparent glass bangles were now brought in large numbers from Germany. Other imports were coal, coke, wrought iron and steel products. The firm of Ralli Brothers dealt in oilseeds, wheat and hides and had most of the export trade in 1905. Bhatias from Bombay and Cutchi Mohammedons managed the rest of the traffic. Marwaris acted only as local brokers, and did not export grain by rail. A Khoja agent of Graham & Co. managed the trade in kerosene oil. Commercial Issues: In 1892, an agreement was made between EIR & GIP & IMR (Indian Midland railway- later taken over by GIP). Under this agreement, the EIR were allowed a lien, via Jabalpur on the Kanpur-Bombay traffic to GIPR stations for which IMR offered the shortest route. The route from Kanpur via Jabalpur was 152 kiles longer than via Itarsi, Bhopal and Jhansi. Due to increased competition GIP gave notice in 1897 to cancel this agreement. The settlement was thus again made the same year with EIR offering certain concessions to GIP & IMR. There were that GIP would get to quote the same mileage rates to Howrah and other stations on EIR and that EIR were not to reduce their rates to Howrah after the GIP had once quoted. It also permitted IMR a share in traffic to Allahabad & Howrah. However, the agreement was cancelled in 1905 at the instance of EIR when it realized that more traffic was going to Bombay port than to Calcutta. During the first half of 1904, the weight of gram and seeds sent from Kanpur to Calcutta was 36,400 quintals while that to Bombay was 2,17,600 quintals, despite the cost of haualage to Calcutta being lower. Subsequently, consolidations and acquisitions took place with the GIP acquiring IMR in 1900 and Naini –Jabalpur section from EIR from 1.10.1925.This section remained with GIP’s successor, Jabalpur Division of Central railway till March 31,2003. After the reorganisation of railway zones, it is now a part of North Central railway, which incidentally covers the Allahabad-Mirzapur-Mughalsarai route. The wheel has indeed come full circle! Karl Marx: wrote in 1853 that England has to fulfil a double mission in India: one destructive, the other regenerating- the annihilation of old Asiatic society, and the laying of the material foundations of Western society in Asia. The day is not far off when, by a combination of railways and steam vessels, the distance between England and India measured by time, will be shortened to eight days, and when that fabulous country will thus be actually annexed to the Our Heritage, West Central Railway, 2013-14.

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Western world. Modern Industry, resulting from the railway system, will dissolve the hereditary divisions of labour, upon which rest the Indian castes, those decisive impediments to Indian progress and Indian power. Epilogue: The British have long gone and so has Marx. The railway network is the gift they bestowed on this country. Many of the observations though, be it of Marx or Mayo, remain valid to this day. In this era of the communications revolution, journey time is no longer measured in days. Bombay met Calcutta long back but the affair still continues in modern independent India! (The writer is an IRPS officer and was posted as CPO / West Central Railway and is presently working as CPO/SE.RLY. He can be contacted at cpo@scr.railnet.gov.in)

***********

Heritage photo of a Steam Loco Shed of BB&CI (WR), with gothic architecture at the entrance, overhead chattris and pediment style roof and water filling overhead tanks keeping architectural parity with that of the shed.

Our Heritage, West Central Railway, 2013-14.

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ऩ.भ.ये . भें विश्ि हे यीटे ज ददिस का ऩारनए 18 अप्रैर 2013 विश्ि हे यीटे ज ददिस (18 अप्रैर) का भख् ु म उद्दे चम वियासतों के सॊयऺण एिॊ उनके भहत्ि के लरमे आभ जन भें जागरूकता

एिॊ जानकायी ऩहुॊिाना है । ऽ International Council for Monuments and Sites प्रस्ताि ककमा था। ऽ

ने

Tunisia

भें 18 अऩै ै्र 1982 को विचि हे यीटे ज ददिस भनाने का

निॊफय 1983 को मन ू ेस्को की फैठक भें 18 अप्रैर को विचि हे यीटे ज ददिस भनाने का अनभ ु ोदन प्रदान ककमा गमा ।

International Council for Monuments and Sites द्िाया विचि हे यीटे ज ददिस भनाने हे तु सझ ु ाि ददमे गमे। भख् ु म सझ ु ाि इस प्रकाय हैं:-

1. वियासतों को सॊयक्षऺत कयने हे तु उनका ऩन ु तनयभाण कयना तथा उन्हें आभ जन के दर्यनाथय उऩरब्ध कयिाना एिॊ जहाॊ तक सॊबि हो सके दर्यनाथय कोई प्रबाय नहीॊ लरमा जाना।

2. सभािाय ऩत्रों, ऩत्रत्रकाओॊ भें रेख के द्िाया एिॊ टे रीविजन तथा ये डडमो भें प्रसायण कयके, सघन मातामात िारे ऺेत्रों भें ऩोस्टय, फैनय आदद के द्िाया जागरूकता ऩैदा कयना।

3. स्थानीम एिॊ विदे र्ी विर्ेषऻों द्िाया सेलभनाय आमोश्जत कयना।

4. पोटो/ऩेश्न्टग आदद प्रदयर्नी के भाध्मभ से जागरूकता ऩैदा कयना। 5. ऩोस्ट काडय, डाक दटकट, ऩोस्टय, ककताफों आदद का प्रकार्न कयना।

6. विर्ेष कामयक्रभों के भाध्मभ से विद्मार्थयमों एिॊ मि ु ाओॊ भें जागरूकता ऩैदा कयना इत्मादद। 1971 भें ये र ऩरयिहन सॊग्रहारम की आधायलर्रा नई ददल्री भें यखी गई। इस सॊग्रहारम को याष्ट्रीम ये र सॊग्रहारम (National Rail Museum) के नाभ से जाना जाता है ।

1979 भें भैसयू भें एक औय सॊग्रहारम की स्थाऩना की गमी।

2002 भें दो अन्म सॊग्रहारम िेन्नई औय नागऩयु भें फनामे गमे। बायतीम ये र भे ननम्नलरखित विश्ि वियासत सच ू ी (World Heritage) भें शालभर है । 1.िषय 1999 भें दाश्जयलरॊग-दहभारमन ये रिे।

2.िषय 2004 भें छत्रऩतत लर्िाजी टलभयनस भम् ु फई। 3.िषय 2005 भें नीरर्गयी ये रिे।

4.िषय 2008 भे कारका लर्भरा ये रिे। ये रिे फोडड ने ऩत्र संख्मा 99/LM(E)/3/8 ददनांक 13.04.1999 के तहत बायतीम ये रिे की 32 इभायतों एिं 11 ऩर ु ों को वियासत की सच ू ी भें यिा है ।

फॊफई एिॊ करकत्ता तक ये र राईन त्रफछानें का कामय करकत्ता से ईस्ट इॊडडमा ये रिे के द्िाया, कामय आयॊ ब ककमा गमा तथा

इराहाफाद होते हुमे जफरऩयु तक का कामय 01.08.1867 को ऩण ू य ककमा गमा। फॊफई से ग्रेट इॊडडमा ऩेतननसर ू य ये रिे (GIP) नें कामय आयॊ ब ककमा तथा 01.01.1870 को इटायसी तक का एिॊ ददनाॊक 01.02.1870 को सोहागऩयु तक तथा ददनाॊक 08.03.1870 को जफरऩयु भें दोनों ये रिे का िाईसयाम एिॊ इडनफगय के ड्मक ू की उऩश्स्तथी भें लभरन हुआ। जफरऩयु ये रिे स्टे र्न के प्रेटपाभय नॊफय 01 ऩय श्स्थत र्ामद उस सभम के दो कास्ट आमयन के खॊबे के गिाह के रूऩ भें आज बी भौजूद हैं।

उस ऐततहालसक सभम

भािय 1828 भें विरमभ (सरेभन) को जफरऩयु को लसविर एिॊ इक्जीक्मट ू ीि िाजय प्रदान ककमा गमा तथा उनका तनिास ऩये ड

ग्राउॊ ड के साभनें था श्जसका तनभायण 1821 भें ककमा गमा था, तथा श्जसे कलभर्नय तनिास के नाभ से जाना जाता है जहाॊ ऩय एक विर्ार ऩाकय था श्जसभें के लरमे िैसी जभीन का िमन कयना भर् ु ककर हदहयण ऩरे हुमे थे। जफ जफरऩयु भें ये रिे की Our Heritage, West Central Railway, 2013-14.

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स्थाऩना हो यही थी उस सभम ये रिे स्टे र्नो यहा था जहाॊ से लभरेटयी, रोकर एिॊ कलभयलर्मर आिचमकताओॊ का ऩत ू ी हो सके। इस सभस्मा के सभाधान हे���ु एक कभेटी का गठन ककमा गमा श्जसने जभीन के िमन के तनणयम के लरम 5 सार का सभम लरमा तथा विरमभ (सरेभन)

के

तनिास एिॊ ऩाकय का कुछ दहस्सा तोड़ कय ितयभान जफरऩयु ये रिे स्टे र्न का तनभायण ककमा

गमा। ितयभान भे भॊडर ये र कामायरम के फाजू भे श्स्थत िन विबाग के कामायरम भें विरमभ (सरेभन) का कामायरम हुआ कयता था। ददनाॊक 01.10.1925 को जफरऩयु , तछिकी एिॊ नैनी स्टे र्न को जी आई ऩी ये रिे नें ई आई आय ये रिे से अर्धग्रदहत कय लरमा।

फीना श्जसे ऩहरे इटािह कहा जाता था से सागय तक लभडरेंड ये रिे के द्िाया 05.06.1889 भें जोड़ा गमा तथा सागय से कटनी 26.03.1889 भें औय कटनी से उभरयमा कोर भाईन्स को 01.01.1889 भें जोड़ा गमा। उभरयमा एिॊ कटनी राईन को मात्री

मातामात के लरमे 02.11.1886 को खोरा गमा।त्रफरासऩयु - वियलसॊगऩयु राईन01.02.1889 तथा त्रफरासऩयु - उभरयमा राईन को

बी 1889 भें खोरा गमा। फॊगार - नागऩयु ये रिे के द्िाया 02.11.1886 को कटनी जॊक्र्न से झरिाया एिॊ 1890 भें कटनी भड़ ु िाया जोन को को जोड़ा गमा। उसी सभम इॊडडमन लभडरेंड ये रिे का विरम जी आई ऩी ये रिे भें हो गमा औय िह स्टे ट के अधीन हो गमी ककन्तु ऩयु ाना नाभ फयकयाय यहा।

1881 भे एक सिे ये र मात्री मातामात ऩय ककमा गमा उसभें ऩामा गमा कक 97.74 मात्री तनिरी श्रेणी भें मात्रा कयते थे 1.74: मात्री द्वितीम श्रेणी भें मात्रा कयते थे तथा 0.39: मात्री प्रथभ श्रेणी भें मात्रा कयते थे। प्रथभ श्रेणी भें मात्री को 90 भीर की

मात्रा कयनें हे तु औसतन 7रूऩमे, द्वितीम श्रेणी के मात्री को 70 भीर की मात्रा कयनें हे तु औसतन 2.75 रूऩमे तथा तत ृ ीम श्रेणी के मात्री को 45 भीर की मात्रा के लरमे 11.3 आना औसतन खिय कयनें ऩड़ते थे।

सबी स्टाऩेज आदद के साथ उस सभम ये रिे रे न की औसत स्ऩीड 26 भीर प्रततघॊटा हुआ कयती थी श्जसे फढ़ाकय 31 भीर प्रततघॊटा ककमा गमा था।

फॊगार - नागऩयु ये रिे के द्िाया जफरऩयु - गोंददमा नैयोगेज सेक्र्न को 1905 भें िारू ककमा गमा श्जसे फॊगार - नागऩयु ये रिे की सतऩड़ ु ा ब्ाॊि कहा जाता था। मह नागऩयु के यास्ते फॊफई करकत्ता रूट को गोंददमा भें जोड़ती थी।

1880 भें जी आई ऩी ये रिे के द्िाया मयू ोवऩमन कभयिारयमों के फचोंिों की लर्ऺा हे तु ऩिभढ़ी भें एक स्कूर खोरनें की मोजना फनाई श्जसे उस सभम के भध्म प्राॊत के कलभर्नय नें स्िीकाय नहीॊ ककमा था। जफरऩयु भॊडर के अन्र्तगत भैहय स्टे र्न

का विषेर् भहत्ि है महाॊ ऩय भाॊ र्ायदा दे िी का प्रािीन भॊददय है जहाॊ दे र् विदे र् से

श्रद्िारु दर्यन हे तु आते हैं । महाॊ ऩय भैहय स्कूर आप म्मश्ू जक है जो ऩहरे इॊददया करा सॊगीत विधारम खैयागढ़ से सम्फद्ि था तथा ितयभान भें याजा भानलसॊह विचिविधारम ग्िालरमय से सभफद्ि है । इसकी स्थाऩना भर्हूय सॊगीतकाय उस्ताद अराउद्िीन खाॊ साहफ नें की थी। महाॊ ऩय प्रततिषय ददसॊफय के ऩहरे सप्ताह भें याज्म स्तयीम उस्ताद अराउद्दीन खाॉ सॊगीत सभायोह का आमोजन ककमा जाता है । ऩ.भ.ये . के अधीन बेाऩार भॊडर

का

बोऩार ये रिे स्टे र्न सन ै् 1885 भें अश्स्तत्ि भें आमा। दे र् की ऩहरी र्ताब्दी एक्सप्रेस

नई ददल्री से बोऩार के फीि 140 ककरोभीटय प्रततघॊटे की गतत से सन ै् 1988 भें आयॊ ब की गमी।

ऩ.भ.ये . के अधीन कोटा भॊडर को भॊडर के रूऩ भें सन ै् 1951 को अनभ ु तत लभरी। ये र कॊऩतनमों नें फडे र्हयों जैसे फॊफई, करकत्ता, राहौय आदद से अऩने कामय की र्रु ु आत की, कुछ कॊऩतनमों ने एकदभ नई स्थाऩनामें कीॊ जैसे जभारऩयु , खड़गऩयु इत्मादद।

तथा कुछ कॊऩतनमों नें छोटे स्थानों को ये रिे का

केन्र फनामा श्जसभें कोटा भॊडर के अधीन

महाॊ की आफादी का एक फडा दहस्सा लसपय ये र कभयिारयमों का ही होता था।

गॊगाऩयु लसटी बी र्ालभर है ।

ये रिे फोडय भें हे यीटे ज डामये क्रे ट फनामा गमा है ।

ितयभान भें कामयकायी तनदे र्क हे यीटे ज श्री भनु गोमर हैं। याष्ट्रीम ये र सॊग्राहरम भें श्री म.ू एस.भीना तनदे र्क हैं। ये रिे फोडय द्िाया जायी ऩत्र सॊख्मा

99/B/M/3/6 ददनाॊक 13.04.99 के अनस ु ाय हेयीटे ज सॊयऺण हे तु खिों का Plan head “Other

specified works for conservation of heritage structure” है । तथा ये रिे फोडय ऩत्र क्रॊ. 2005/Heritage/Southern Region dt: 20/08/10 के अनस ु ाय ऺेत्रीम ये रों के भहाप्रफॊधक को हे यीटे ज पॊड का प्रािधान कयनें का अर्धकाय ददमा गमा है । Our Heritage, West Central Railway, 2013-14.

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ये रिे फोडय ने अऩनें ऩत्र क्रॊ. 2005/Heritage/Apex Committee dt: 04/03/2010 के तहत सबी ऺेत्रीम ये रों को, ये रिे वियासतों को सॊयक्षऺत कयने हे तु हे यीटे ज कोय ग्रऩ ु का गठन कयने हेतु आदे र् ददमे।

उऩयोक्त आदे र् के तहत भहाप्रफॊधक भहोदम के अनभ ु ोदन से ऩ.भ.ये . भें कोय ग्रऩ ु का गठन ककमा गमा जो तनम्नानस ु ाय है :1.भख् ु म कायखाना इॊजीतनमय

हे यीटे ज अर्धकायी

3.भख् ु म विधुत सेिा इॊजीतनमय

सदस्म

2.भख् ु म सॊकेत इॊजीतनमय

4.भख् ु म इॊजीतनमय साभान्म

5.भख् ु म मातामात मोजना प्रफॊधक

6.उऩ भ.ु माॊत्रत्रक इॊजी.(कै.एिॊ िैगन)

सदस्म सदस्म सदस्म सर्िि

ितडभान भें उऩ भ.ु मां.इंजी./हे यीटे ज ऩ.भ.ये . के ऩद का सज ृ न ककमा गमा है ।

ददनाॊक 22.02.2010 को कोय ग्रऩ ु की प्रथभ फैठक आमोश्जत की गमी तथा इसभें भख् ु म रूऩ से मह तनणयम लरमा गमा कक भॊडर स्तय एिॊ ककमा।

िकयर्ाऩ स्तय ऩय बी कोयग्रऩ ु का गठन ककमा जामे, श्जसे भहाप्रफॊधक भहोदम नें अऩना अनभ ु ोदन प्रदान

ऩ.भ.ये . भें हे यीटे ज (वियासत) को संयक्षऺत कयने एिं फढािा दे ने हे तु ननम्नलरखित प्रमास ककमे गमे। ितडभान भें ननम्नलरखित धयोहय ऩ.भ.ये . भें उऩरब्ध हैं।

1. एन जी स्टीभ रोको नॊ. 718 एप तनभायण िषय 1926 जफरऩयु स्टे र्न ऩय यखा हुआ है । 2. एन जी स्टीभ रोको नॊ. 722 एप तनभायण िषय 1926 भॊडर कामायरम, बोऩार भें यखा हुआ है ।

3. 5 टन हैंड आऩये टेड क्रेन नॊ. 43878 तनभायण िषय 1928 बोऩार भें तनर्ातऩयु ा भें यखी हुई है उऩयोक्त के सफॊध भें तनणयम रेना फाकी है । 4. एन जी स्टीभ रोको नॊ. 723 एप तनभाणय िषय 1949 कटनी स्टे र्न ऩय यखा हुआ है । 5. एभ जी स्टीभ रोको नॊ. 4143 तनभायण िषय 1956 गन ु ा स्टे र्न ऩय यखा हुआ है। 6. 75 टन स्टीभ क्रेन नॊ. 43937 तनभायण िषय 1957 फीना से गोयखऩयु एन ई ये रिे को प्रदय लर्त कयनें हे तु स्थान्तरयत कय दी गमी है ।

7. फी जी स्टीभ रोको कट भॉडर नॊ. 1214, तनभायण िषय 1959 ऩयु ाने स्टीभ रोको र्ेड भें यखा हुआ है । 8. एभ जी स्टीभ रोको नॊ. िाई जी 4405 तनभायण िषय 1963 बोऩार भें फड़े तराफ के साभने प्रदयलर्त कय ददमा गमा है । ितयभान भें हे यीटे ज का भहत्ि यखने िारी तनम्नलरिखत इभायतों को सॊयक्षऺत कयने का प्रमास ककमा जा यहा है ।

क) जफरऩयु भें सीननमय ये रिे इंस्टीट्मट ू । इभायत के ऊऩय रगी हुई प्रेट के अनस ु ाय ननभाडण िर्ड 1849 है । ि) िरय.भंडर इंजीननमय (सभ) बोऩार के ऩत्र क्रं. BPL/W/3802/Heritage/312 dt: 18.08.2011 के तहत फतरामी गमी तनम्नलरिखत 05 इभायतें : 1 गन ु ा स्टे र्न (GUN)

2 ऩगाया स्टे र्न (PGA)

3 वऩऩयईगाॊि स्टे र्न (PIA)

4 इटायसी (ET) श्स्थत ऩयु ानी हे ल्थ मतू नट तनभायण िषय 1903। 5 लर्िऩयु ै (SVPI) स्टे र्न इभायत।

िैगन रयऩेमेय िकयर्ाऩ कोटा भें एक हे यीटे ज ऩाकय फनामा गमा है तथा उसे औय विकलसत कयने ऩय वििाय ककमा जा यहा है । ये रिे फोडय के ऩत्र सॊख्मा 2005/Heritage/Movable dt: 21/11/2011 के अन्र्तगत दो नैयो गेज कोि कियाऩाया िकयर्ाऩ ये रिे से ऩ.भ.ये . को आफॊदटत ककमे गमे हैं तथा उन्हें बोऩार एिॊ कोटा िकयर्ाऩ भें प्रदय लर्त कयनें हे तु बेज ददमा गमा है ।

ऩि ू य

एस ई सी आय ये रिे के अधीन जफरऩयु गोंददमा नैयो गेज राईन 100 िषों से अर्धक ऩयु ानी है । जफरऩयु र्हय का उऩनगयीम हाऊफाग ये रिे स्टे र्न 1896 का है । उऩयोक्त नैयो गेज राईन केा ब्ाड गेज राईन भें ऩरयिततयत ककमे जाने का कामय जायी है ,

Our Heritage, West Central Railway, 2013-14.

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जफरऩयु स्टे र्न से हाउफाग ये रिे

स्टे र्न की नैयो गेज राईन को वियासत के रूऩ भें सॊयक्षऺत ककमा जा सकता है तथा विर्ेष

अिसयों ऩय नैयो गेज रे न का ऩरयिारन ककमा जा सकता है ।

उऩयोक्त सझ ु ाि को इस कामायरम के ऩत्र सॊख्मा WCR/M/G/01/117/2011 ददनाॊक एिॊ हे रयटे ज सर्िि दक्षऺण ऩि ू य भध्म ये र त्रफरासऩयु को बेजा गमा है ।

28.07.2011 के तहत भख् ु म ऩथ इॊजीतनमय

ितडभान भें हभ जो बी ऻान यिते है औय अन्म प्रमोगों के द्िाया जो बी तयक्की हभायी होगी िह आने िारे बविष्म भें

वियासत कहरामेगी। हभायी आज की लशऺाएं, सवु िधामें, हभाये जीिन माऩन की व्मिस्था, हभाये जीिन जीने का अंदाज आदद

सबी फीते हुमे सभम के ऻान एिं प्रमोग ऩय ही तो आधारयत है । फीते हुमे सभम को एिं उस सभम प्राप्त ककमे गमे ऻान, प्रमोग एिं तयक्की की उस वियासत को कबी बी अनदे िा नहीं ककमा

जा सकता अतः मह अनत आिश्मक है कक वियासत को संयक्षऺत कयने के लरमे रूझान, दयू दृष्ष्ट एिं दृढ़संकल्ऩ के साथ प्रमास ककमा जामे।

हजायों भीर चरने के लरमे ऩहरा कदभ उठाना अनत आिश्मक होता है । ये रिे की वियासत को संयक्षऺत कयने हे तु हभ सबी को एकजुट होकय सच्चे भन से संयक्षऺत कय ऩामेगे।

प्रमास कयना होगा तबी हभ वियासतों को

हे यीटे ज कोय गु ै्यऩ के गठन के फाद िषय 2010 से अबी तक ऩ.भ.ये . भें हे यीटे ज ऩय कोई बी सकायात्भक कामयिाही नहीॊ हुई है , तथा कोई बी सकायात्भक ऩरयणाभ साभने नहीॊ आमे हैं। सपरता प्राप्त कयने के लरमे साभदू हक प्रमास की अतत आिचमकता है । हभाये भाननीम भहाप्रफॊधक भहोदम बी हे यीटे ज को फढ़ािा दे ने के लरमे प्रमासयत हैं।

आज विश्ि हे यीटे ज ददिस ऩय आईमे हभ सबी संकल्ऩ रे, कक हभ सबी ऩ.भ.ये . भें हे यीटे ज का संयऺण कयें गें औय उसकी जानकायी एकत्र कय सपरता प्राप्त कयने के लरमे सच्चे भन से साभदू हक प्रमास कयें गे। धन्मिाद

सॊकरनकताय्-

सी.एर.विचिकभाय, एस एस ई (माॊत्रत्रक)

भागयदर्यन्- श्री एस.के.प्रसाद, भख् ु म कायखाना इॊजीतनमय/हे यीटे ज अर्धकायी ऩ.भ.ये ./जफरऩयु

Our Heritage, West Central Railway, 2013-14.

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Yester Efforts – A Tribute to our Forefathers

Making of Rail Routes-Two parallel rails placed chain of sleepers

Making of Rail Routes-in hilly terrains

Blasting a Tunnel through solid rock

Our Heritage, West Central Railway, 2013-14.

Making of Rail Routes-laying of rails over equally over a spaced sleepers

Digging a Tunnel through mountains

Construction of Narmada Bridge, Year 1929Launching of Girders. Crane-using a pulley system to lift girders. Page 17


Construction of tunnel-Tunnelling in absence of modern Tunnel Boring machines

Construction of Bridges

Construction of tunnel-Supporting Truss for tunnelling in soft soil

Lifting of wagon to high altitude with explosives

Our Heritage, West Central Railway, 2013-14.

Damaged Rail Track by flood

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Construction of Narmada Bridge,Year 1883. The Narmada Bridge of which the Masonry work and girders erected was finished at the end of year 1883.

Narmada Bridge ET-JBP Section washaway during the flood in the year 1926. Our Heritage, West Central Railway, 2013-14.

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Bridges of Jabalpur Division

Bhoja Kho DownRoad Bridge in BINA-KTE Section, No.of Span 5/30.5 mtr under slung + 4/18.29 mtr. plate girder with masonry pillars, year 1967 Bridge without Abutment- A concept of buried abutment to match natural topography

Narmada Bridge Down Road in ET-JBP Section, Trestle or Temporary Steel Columns/Piers were erected after the washaway in 1926. This type of Steel Trestle Bridge is the unique feature A Panoramic View of the bridge across Narmada- Most Revered River of Central India Our Heritage, West Central Railway, 2013-14.

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Bridges of Bhopal Division

BETWA DOWN

BETWA UP

Betwa Down Bridge in BPL-BINA Section, No. of Span 5/22.86 mtr+ 4/30.48 mtr, TOWG ,Year 1889. Signal Post on approach of the bridge on Betwa River. Betwa UP Bridge in BPL-BINA Section, No. of Span 11/23.00 mtr, Composite Bridge, Year 1993. Composite Super Structure & trolley refuge on Piers.

Bina River Down

Bina River Up

Bina River Down Bridge in BPL-BINA Section, No. of Span 4/45.72 mtr, TOWG, Year 1889. Open Web steel girder bridge on Dn Track across Bina River. Bina River UP Bridge in BPL-BINA Section, No. of Span 6/23.00 mtr,+ 4/18.30 mtr, Composite Bridge,Year 1991. A Bridge across the Bina River on UP Track.

Gadariya Bridge

Ganjal Bridge

Gadariya Bridge in ET-BPL Section, No. of Span 4/45.72 mtr, TOWG , Year 1884, Regirdering done in 1931 Ganjal bridge in ET-KNW Section, No.of Span 8/22.86 mtr, Rivetted Underslung Elliptical Plate Girder Bridge, built in the Year 1870 on stone masonary pillars, beautifully matching with the Natural ambience, with fabricated corbels supported inspection pathways and trolley refuge on piers . Ganjal Bridge is on electrified route.

Our Heritage, West Central Railway, 2013-14.

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Bridges of Bhopal Division

Keotan Bridge Keotan Bridge Down in BPL-BINA Section, No.of Span 5/30.48 mtr, TOWG Bridge, Year 1889 Keotan Bridge UP in BPL-BINA Section, No.of Span 5/30.48 mtr, TOWG Bridge, Year 1965 Open Web Steel Girders & Cantilever OHE mast on an electrified track route.

Newan Bridge Newan Bridge Down in BPL-BINA Section, No.of Span 8/18.29 mtr, Rivet PG Bridge, Year 1889 Newan Bridge UP in BPL-BINA Section, No.of Span 8/18.29 mtr, Rivet PG Bridge, Year 1966 A view of Provision of Guard rails to safeguard in case of derailment over the bridge

Our Heritage, West Central Railway, 2013-14.

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Bridges of Bhopal Division

Narmada Down Bridge Narmada Bridge Down in ET-BPL Section, No.of Span 14/45.72 mtr, +1/18.29 mtr, TOWG+Rivet PG Bridge, Year 1884, Regirdering done in 1931 Open Web Steel Girders with Cantilever OHE mast

Narmada Up Bridge Narmada Bridge UP in ET-BPL Section, No.of Span 29/23.00 mtr, Composite Bridge, Year 1993 A complete super structure with concrete deck slab over steel plate girders with OHE structures on Pier caps and trolley refuge & steps for getting down on pier cap for inspection

Our Heritage, West Central Railway, 2013-14.

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Bridges of Bhopal Division

View of Narmada UP & DOWN and Road Way Bridge Hoshangabad Sub-Structure: Stone masonry piers are on DN Track, while UP track is with mass concrete stepped piers. Super structure: Open Web Steel Girder on DN Track, while it is composite steel Girder with Concrete deck Slabs on UP Track.

Our Heritage, West Central Railway, 2013-14.

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KOTA-NAGDA Section with Dara Cutting of WCR

Casting of Stone Masonry Piers (old)

Construction Site

Casting of piers with mass concrete (new)

Construction Site

Stone Arch Bridge- Wedge Shaped Stones are wider at the top than at the bottom. The Arch stays in place by itself because each stone presses against the next and they hold each other up.

Our Heritage, West Central Railway, 2013-14.

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A view of Bridge Construction Site Our Heritage, West Central Railway, 2013-14.

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Completed Stone Masonry Arch Bridge

Construction Site

Construction Site

Stone Masonry Arch Bridge

Construction of Arch Bridge

Construction Site

Construction Site

Construction Site

Our Heritage, West Central Railway, 2013-14.

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Earth Embankment

Stone Arch Bridge- A beautiful structure

Old Station Building

Bridge without Abutment- A concept of buried abutment to match natural topography

Masonry Arch Bridge

Bridge across a River

Construction of Nagda-Kota Section of Kota Division, Dara Cutting Curve and Arch Type Masonry Bridge under construction. The 2nd bridge was, however, made later with masonry pillar with underslung Girder. The complete panoramic view has been given in the back cover. Underslung Girder type bridges are preferable for ODC movement and crane operation during maintenance, re-girdering or accident relief 140 T crane operation compared to over bridge girders.

Our Heritage, West Central Railway, 2013-14.

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Bridges of Kota Division

Gambhir Bridge, Year 1909 UnderSlung Steel Girders Bridge

Kalisindh Bridge, Year 1909

Mez River Bridge, Year 1909 Open Web Steel Girders- Super structure of the Mez River Bridge

Chambal River Bridge, Year 1909, Chambal River Bridge with complete concrete girders

Our Heritage, West Central Railway, 2013-14.

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EVOLUTION OF BRIDGES OF INDIAN RAILWAYS

Sh.Vinoo Mathur, Member Traffic(Retd.)

Salient Points: 

TYPES

RANGE OF PIER STRUCTURES & GIRDERS

EVOLUTION OF CONSTRUCTION TECHNIQUES

SOME OF THE LARGEST RAILWAY BRIDGES BUILT ON THE SUB-CONTINENTS

HISTORY OF FLOODS

NEED FOR RE-GIRDERING

MANY RAIL CUM ROAD BRIDGES

SOME TYPES OF BRIDGES 

ARCH BRIDGES

SCREW PILE FOUNDATIONS

WELL FOUNDATIONS

STEEL ARCH

SUPER STRUCTURE 

PLATE GIRDERS

TRIANGULATED GIRDERS

PRE STRESSED CONCRETE GIRDERS

Our Heritage, West Central Railway, 2013-14.

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Arch Bridge

Well Foundation Bridge

Screw Pile Bridge

Rail-Cum Road Bridge

Other Outstanding Bridges, Left Pamban Bridge, Right kangra Valley Steel Arch Bridge

Our Heritage, West Central Railway, 2013-14.

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Kanoh Bridge

Konkan Bridge

Vasai Bridge

Old Dufferin Bridge

Kalyan-igatpuri Bridge

Tapti Bridge

Our Heritage, West Central Railway, 2013-14.

Jumna Bridge

Ramganga Bridge

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Old Godavari Bridge or the Havelock Bridge, Road-Cum Rail Bridge, Year 1897

Jhirna Bridge

Jubilee Bridge-Naihati-Bandel

India’s First Sea Bridge, Pamban Bridge-Ship Passing Under,Cantilever Railway Bridge, Year 1914 Courtesy: The above presentation with lecture was delivered by Sh.Vinoo Mathur, Member Traffic (Retd.), Indian Railways, during annual workshop on Railways’ Heritage in the National Academy of Indian Railways (previously Railway Staff College), Vadodara. Our Heritage, West Central Railway, 2013-14.

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Process flow chart for life Assessment of Heritage Bridges at High Axle Load(HAL)

Steps for Consideration: 1. 2. 3. 4. 5. 6. 7. 8. 9.

Load Evaluation. Design Standardisation. Vertical Load Consideration. Considering Longitudinal Forces. EUDL approach for 25t. Approach for suitability. Relaxations in Design Codes. Check for superstructure. Case studies. 10. HAL (25t) experience.

(Happy Moment for Anil Kalra, Director,RDSO as the IHHA conference Best Paper Awards are announced) (This paper is based on the efforts of the RDSO team comprising P Funkwal, S singhal, P kumar, A Kalra, V B Sood, H O Narayan, S K Singh, P P Singh & S Kumar) Courtesy: (Rail Business, Vol.4,Issue 18, March 2013)

Our Heritage, West Central Railway, 2013-14.

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Heritage Station Buildings of Jabalpur Division

Heritage photo of Old Jabalpur Station, Year 1930

Jabalpur Station, heritage photo of British Period Our Heritage, West Central Railway, 2013-14.

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Heritage photo of GIP Railway’s Dispensary at Jabalpur of WCR

Pt. Ravishankar with family came to Maihar on demise of Ustad Alauddin Khan in the Year 1972. Maihar is famous for Maihar School of Music, established by the famous musician Ustad Alauddin Khan, formerly recognised with Indira Arts & Music University, Khairagarh and presently recognised with Raja Man Singh University, Gwalior. Pt. Ravishankar was a great disciple of Ustad Khan and had his initial training in Maihar who later brought Indian music into the international level & the Developed World for the first time recognised the soul of Indian classical music by awarding him world famous Grammy Awards.

Our Heritage, West Central Railway, 2013-14.

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Heritage Station Buildings of Bhopal Division

Bhopal Railway Station, Built in the Year 1885 was a part of Nawab’s Princely state Our Heritage, West Central Railway, 2013-14.

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Guna & Mungaoli Railway Station of WCR

Photo of Over Head Water Tank- for water filling of locomotives. Similar tank is seen in Jabalpur also. In 1897 the midland railway constructed the rail route passing through Guna.After independence on 28 May 1948, Guna became the part of Madhya Bharat as one of its 16 Districts subsequently as a result of State on the formation of new Madhya Pradesh in 1956 Guna district became a part of it.

Heritage photoofofGadaroya Gadaroya Bridgeof Bhopal State Railway train approaching. Photo:1912. Courtesy: "An Heritage photo bridge of Bhopal State Railway with with train approaching. Photo:1912.Courtesy: "An account of account of my life life (Gohur-i-ikbal)" byby Sultan Jahan Begum, Nawab of Bhopal, translated by C. H. John Murray, London, London, 1912. my (Gohur-i-ikbal)" Sultan Jahan Begum, Nawab of Bengal, translated byPayne, C. H. Payne, John Murray, 1912. Our Heritage, West Central Railway, 2013-14.

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Mungaoli Heritage Railway Station, Year 1894: Signal & Beautiful lamp post on the platform

Guna Heritage Railway Station, Year 1894, a platform side view for through passenger tourist. Our Heritage, West Central Railway, 2013-14.

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Heritage building structures of Bhopal Division

Railway Health Center Itarsi, built in the year 1930 constructed by GIP Railway

Since early 18th Century Guna was under the Marathas Peshwas of Gwalior. In 1860, British Cantonment was setup after revolt of 1857 and assistant resident remained there. Guna is the Gateway district of Malwa & Chambal.Guna Railway Station, built in the year 1894 besides river Parvati, constructed by GIP Railway. In 1897 the Indian Midland Railway constructed a Rail route passing through Guna Our Heritage, West Central Railway, 2013-14.

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Pagara Heritage Railway Station, built in the year 1894, constructed by GIP Railway

PipraiGaon Heritage Railway Station, built in the year 1894, constructed by GIP Railway.

Our Heritage, West Central Railway, 2013-14.

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Shivpuri Heritage Railway Station, built in the year 1894, constructed by GIP Railway. Shivpuri situated besides river Kalisindh. Col. G.S Dhillon of Azad th Hind Fauj, a resident of Hatod village of Shivpuri district. He was the last survivor of the historic trial on 5 Nov,1945 on Red Fort. Tatya Tope after defeat to the British force for his revolt of 1857, the first war of independence against the British Rule in India, fled to paron forest with help of Man th Singh who later betrayed and on 7 april, 1859 a detachment of native infantry formed under General Richard John Meade’s troops who captured and tried him in Shivpuri by a military court.

Heritage Structures of KOTA Division

KOTA heritage Railway Station, Built on Baroda - Mathura BB & CI route in the Year 1909 in Rajputana agency of British Princely States and made of Stone Masonary work for which the region is famous --- Down Station building including Maharaja’s Waiting Room was built in 1918.After Independence Railways were reorganized and Kota was made a division of Western Railway. It came into existence on 01.08.1956 when the erstwhile districts of Western Railway were regrouped into divisions. Further, re-organization of Railway was done and Kota division has become part of WCR on 01.04.2003.

Our Heritage, West Central Railway, 2013-14.

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Sawai Madhopur Heritage Railway Station, Built on Baroda - Mathura BB & CI route in the Year 1909 in Rajputana agency of British Princely States and made of Stone Masonary work for which the region is famous.

Later Remodelling to double storeyed station building also retained the same parity with that look of the existing heritage architecture unlike Jabalpur station.Kota City-Sawai Madhopur section was opened on 01.05.1909, doubling of this section was done during 1974-1984. And electrification done on this route on 22.09.1987. Famous ‘Palace On Wheel’ and most trains stop here for a visit to the majestic Ranathambhor Tiger Reserve National Park.

Our Heritage, West Central Railway, 2013-14.

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EVOLUTION OF BUILDINGS OF INDIAN RAILWAYS

Shri.Vinoo Mathur, Member Traffic (Retd.),RB ARCHITECTURAL STYLES       

NEO-CLASSICAL ROMANESQUE ITALIANATE RENNAISANCE REVIVAL GOTHIC REVIVAL INDO-SARACENIC MODERN STYLES POST 1920

1. NEO CLASSICAL ARCHITECTURE & BUILDINGS SALIENT FEATURES  It is based on Ancient Greek & Roman Styles, magnificence of Scale, prominent use of columns, use of Geometric form & Symmetry, simplicity as a reaction to ornate styles, blank walls & triangular pediment.

NEO-CLASSICAL BUILDING

Our Heritage, West Central Railway, 2013-14.

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NEO-CLASSICAL ARCHITECTURE 1855-70

NEO-CLASSICAL ARCH. 1855-70

CLASSICAL ARCH. 1856

Our Heritage, West Central Railway, 2013-14.

NEO-CLASSICAL ARCH. PRE 1850

CLASSICAL ARCH. 1855-70

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2. ROMANESQUE & ITALIANATE ARCHITECTURE & BUILDINGS SALIENT FEATURES Romanesque architecture having Round Arches, Thick Walls, Large Towers, Decorative Arcading, Symmetrical Plan & Overall Simplicity .

ITALIANATE FEATURES Italianate architecture having distinctive eaves & corbels, roman arches, arch headed or pedimented windows, tall narrow windows- hood mouldings, use of wrought iron railings, square cupolas, imposing cornice structures and porch with balustrade balconies.

ITALIANATE – ROMANESQUE FEATURES 1865-80

MADRAS CENTRAL  Madras Central Station built in the year – 1866 – 1873.  ARCHITECT – GEORGE HARDINGE LATER MODIFICATIONS ATTRIBUTED TO ROBERT FELLOWES CHISHOLM  MADRAS RAILWAY BOARD – “All ornamentation should be avoided, and the building be as simple as consists with its purpose and situation”.  DISTINCTIVE TOWERS & ARCADES.

Our Heritage, West Central Railway, 2013-14.

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ITALIANATE – ROMANESQUE FEATURES 1865-1880

ITALIANATE – ROMANESQUE FEATURES 1865-80

EIR HEADQUARTERS      

BUILT 1884 ARCHITECT – ROSKELL BAYNE DISTINCTIVE CORNICE BASED ON PALAZZO FARNESE IN ROME FOUR PANELS DEPICTING – ARCHITECTURE, SCULPTURE, COMMERCE & MUSIC LOWER PANELS INSCRIBED WITH NAMES OF MAIN STATIONS STRUCTURALLY – PIONEERING USE OF IRON & CONCRETE. USE OF WORN OUT RAILS

ITALIANATE –RENAISSANCE REVIVAL – E.I.R. HQ.

HOWRAH  Howrah Railway station built in the Year 1901 – 1911 (OPERATIONAL 1905)  ARCHITECT – HALSEY RALPH RICARDO A PROPONENT OF THE ARTS & CRAFTS STYLE  “a huge red brick conglomerate of Tibetan monastic and english penal suggestion. Eight towers dominate its jumbled façade, six of them with wide eaves (the monastic part), two with solid square tops (the prison).”  ROMANESQUE & MOORISH FEATURES  USE OF NEW MATERIAL TO GET LARGE SPANS FOR COVERING CONCOURSE ROOF Our Heritage, West Central Railway, 2013-14.

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HOWRAH

RAILWAY BOARD BUILDING, SHIMLA

SOUTHERN MARATHA RAILWAY GENERAL OFFICES

Our Heritage, West Central Railway, 2013-14.

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3. GOTHIC REVIVAL ARCHITECTURE & BUILDINGS

VICTORIA TERMINUS 1878-87

BB&CI HEADQUARTERS       

BUILT in the Year 1894 – 1896, ARCHITECT - F.W. STEVENS BLEND OF VENETIAN GOTHIC & INDO-SARACENIC STEVENS CONSTRAINED BY THE BUDGET UNIQUE CENTRAL TOWER USE OF PORBUNDER, KURLA WHITE & DHRANGADHRA RED STONE INSIDE USE OF MAW’S & MILTON TILES

BB&CI HEADQUARTERS Our Heritage, West Central Railway, 2013-14.

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DELHI JUNCTION    

COMPLETED 1903 FIRST FLOOR CONSTRUCTED LATER LIKE LAHORE MADE TO LOOK LIKE A FORTRESS “Delhi Junction … exemplifies the nastiest of what might be called Eurasian Red Brick Gothic the worst of all worlds……….an arrangement of connected pavilions with a porte cochiere for the carriages of sahibs, in the high days when it was built. It is, of course scarcely helped by its mean forecourt and by vertical display of the Railways title down the octagonal tower”.

` DELHI JUNCTION

COLABA

JABALPUR Our Heritage, West Central Railway, 2013-14.

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4. INDO-SARCENIC ARCHITECTURE & BUILDINGS SALIENT FEATURES Indo-Sarcenic architecture having Onion/bulbous domes, overhanging eaves, pointed & cupsed arches, miniature domes, towers or minarets, chattris & open pavilions.

EGMORE       

OPENED 1908 ARCHITECT – E.C. BIRD TERMINUS OF SOUTH INDIAN RAILWAY AT MADRAS CORNER CUPOLAS ON SQUARE BASE DISTINTIVE CORNICES, CANOPIES AND CORBELS USE OF NEW MATERIAL FOR LARGE SHED COVERING ALL PLATFORMS BEAUTIFUL INTERIORS AND WROUGHT / CAST IRON PILLARS AND WOODEN COUNTERS

INDO-SARACENIC – EGMORE

EGMORE – WAITING HALL

LUCKNOW       

OPENED – 1926 ARCHITECT – JOHN HANNIMAN USE OF LARGE AND SMALL DOMES & CHHATRIS LARGE CIRCULATING HALL WITH MASSIVE PILLARS STATELY STAIRCASE, BEAUTIFUL BOOKING COUNTERS PROVISION OF EXTENSIVE PASSENGER AMENITIES – WAITING, REFRESHMENT ROOMS ETC. WIDE PLATFORMS

Our Heritage, West Central Railway, 2013-14.

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INDO-SARACENIC – LUCKNOW

B.N.R OFFICES-GARDEN REACH       

BUILT 1906 -1907 ARCHITECT - VINCENT J. ESCH INDO-SARACENIC STYLE CENTRAL AND CORNER DOMES TOPPED BY LANTERNS ORIEL WINDOWS, ELABORATE WINDOW MOULDINGS PORCH AND ENTRANCE HALL WITH CLASSICAL FEATURES MANSARD ROOF

Our Heritage, West Central Railway, 2013-14.

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B.N.R.HEADQUARTERS

M&SM OFFICES

PRINCELY STATE - RAMPUR

PRINCELY STATE - GWALIOR

PRINCELY STATE - MORVI

PRINCELY STATE - MALERKOTLA

Our Heritage, West Central Railway, 2013-14.

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SALOON SIDING & ROYAL LADIES WAITING ROOMS

INDO SARACENIC - KACHEGUDA

5. MODERN BUILDINGS AFTER 1920 BOMBAY CENTRAL        

BUILT 1928-1930 ARCHITECT – CLAUDE BATLEY (Gregson, Batley & King) BUILDING LARGE IN SCALE, SIMPLE IN DESIGN OPEN GARDEN THIRD CLASS WAITING HALL & BOOKING OFFICES IN SEPARATE BUILDING IMPRESSIVE HIGH ROOF, WELL LIT CONCOURSE PASSAGE TO SUBURBAN STATION BRASS CYLINDER WITH NAMES OF ASSOCIATED OFFICERS & COINS BURIED UNDER FOUNDATION

BOMBAY CENTRAL Our Heritage, West Central Railway, 2013-14.

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NAGPUR

TRICHNOPOLY

POONA BARODA HOUSE  BUILT IN THE EARLY 1930’S  BULDING PERSONALLY DESIGNED BY EDWIN LUTYENS  BUTTERFLY SHAPE  CENTRAL SALON ALONG THE AXIS  FOUR ROOMS ALONG A CENTRAL COURT  GRADE I HERITAGE STRUCTURE  CONFLICT BETWEEN RESTORATION AND MANAGING AN ADMINISTRATIVE OFFICE

BARODA HOUSE

Our Heritage, West Central Railway, 2013-14.

LAYOUT PLAN OF BARODA HOUSE

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6. GABLED ARCHITECTURE & BUILDINGS

GABLED BUILDING

GABLE BUILDING (GABLE FRONT FAÇADE)

GABLED BUILDINGS

Our Heritage, West Central Railway, 2013-14.

JUNAGADH

GABLED BUILDINGS

GABLED BUILDINGS HALF-TIMBERED

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GABLED BUILDINGS HALF-TIMBERED

GABLED BUILDINGS HALF-TIMBERED

7. OTHER INTERESTING BUILDINGS & IMPACT OF INDUSTRIAL REVOLUTION

TEMPLE ROOF

REFLECTION ON THE INDUSTRIAL REVOLUTION

JUST A FAÇADE Our Heritage, West Central Railway, 2013-14.

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BRIDGE ENGINEER’S RESIDENCE

ELECTRICAL ENGINEER’S RESIDENCE TRICHNOPOLY

ASANSOL

JAMALPUR – LOCO SUPDT’S BUNGALOW

CME’S BUNGALOW, KHARAGPUR Our Heritage, West Central Railway, 2013-14.

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SUPERVISOR’S BUNGALOW, LILUAH

MECHANICS INSTITUTE JAMALPUR

EUROPEAN INSTITUTE JAMALPUR

ITARSI Our Heritage, West Central Railway, 2013-14.

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LILUAH INSTITUTE

THE PRESERVATION EFFORT       

LISTINGS & GRADATION IDENTIFICATION OF NOTABLE FEATURES BUILDINGS NEED SELECTIVE CARE & PRESERVATION OF BEST FEATURES FINE FEATURES OFTEN LOST OWING TO LATER ALTERATIONS, CLUTTER & HOARDINGS NEED FOR PROFESSIONAL HELP ADOPTION OF A CONSERVATION POLICY WHAT USE FOR ABANDONED BUILDINGS

Courtesy: The above presentation with lecture was delivered by Sh.Vinoo Mathur, Member Traffic (Retd.), Indian Railways, during annual workshop on Railways’ Heritage in National Academy of Indian Railways (previously Railway Staff College), Vadodara.

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Chatrapati Shivaji Terminus building at night, Construction Work started at 1878 & completed at 1888, this structure has survived the hazards of time, it provides tangible link between the past & the present by giving a continuous cultural identity.Govt. of Maharashtra, vide heritage list at Sr. No. 121 under resolution No. DCR/1090/3197/RDP/UD-11 dated 21 April 1997, declared this building as “HERITAGE GRADE – I” Structure.UNESCO declared the building as a WORLD HERITAGE SITE on 07th July 2004.

New Agartala Station reflects revival of Buddhist- Gothic Architectural Mix, as seen in the Rashtrapati Bhawan (Indian President’s Palace), New Delhi, designed by Edwin Lutyens

Our Heritage, West Central Railway, 2013-14.

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Miscellaneous Railway signals and signal equipment, Medical instruments etc

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Sh. Piyush Mathur CPRO/WCR along with Signal Man in Katni-Singrauli Section in the cabin

Inhaler, used in the hospitals and health centres

Our Heritage, West Central Railway, 2013-14.

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Items Available at Heritage Park, WRS, Kota

Spoked Wheel Rim, Year Built 1903

Plain Bearing Wheel Set manufactured by New York Wheel Co. Buffalo for U.S.Army in the year 1945. Some Wheels sets were donated to Indian Railway also.

Our Heritage, West Central Railway, 2013-14.

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8 Wheeler Steel frame Bogie manufactured by Leeds (England) force Co. in the year 1913. L.B Springs & Helical Springs were used in these bogies and wood were used in the bolster of the bogies. These Bogies were used only for Carriages.

‘O’ Type U.I.C Bogie, during the initial production of Box Type, BCX, BRH Type, ‘O’type bogie is designed for limited production in the year 1987-1960

Cattle Wagon is used for Transportation of Cattle from one place to another in the year 1925-1930 Our Heritage, West Central Railway, 2013-14.

Diamond frame bogie were used in B.F.R Wagons

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Locomotives of West Central Railway

Loco No.722F, F class NG Guage, Year Built 1926, Retired on 1986, Wheel Cofiguration 2-8-2, Presently displayed at DRM Office Bhopal

Loco No.4143, YG class MG Guage, Year Built 1956, Retired on 1993, Wheel Cofiguration 2-8-2, Presently displayed at Guna Railway Station Our Heritage, West Central Railway, 2013-14.

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Locomotives of West Central Railway

Loco No.718F, F class NG Guage, Year Built 1926, Retired on 1975, Wheel Cofiguration 2-8-2, Presently displayed at Jabalpur Railway Station

Loco No.723F, F class NG Guage, Year Built 1949, Wheel Cofiguration 2-8-2, Presently displayed at Katni Railway Station An Steam Engine’s power is measured in “ horse power”. A 150 HP engine is as strong as 150 Horses- but housed in one coach with much ease. Our Heritage, West Central Railway, 2013-14.

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Old Time Table of GIP

BB & CI Railway Workshop Bombay, Pre-Independance Era showing overhead powershafts and pulley driven transmission to each work centres

\ Our Heritage, West Central Railway, 2013-14.

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GOC may inspire Kota Workshop in NRM’s loco maintenance

Under frame is assembled on the wheels

Steam boilers, cylinders & motion parts

X37396, the new steam horse for the NILGIRIS

(Proud Moment for the Golden Rock Engineers Team)

Our Heritage, West Central Railway, 2013-14.

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वियासत ऩमडटन, सांस्कृनतक वियासत ऩमडटन, भ.प्र. ऩमडटन सॊमक् ु त भें ऐततहालसक सॊयऺण के लरए National Trust ने वियासत ऩमयटन (Heritage Tourism) को इस प्रकाय ऩरयबावषत ककमा हे ्- ‘‘ उन स्थानों की मात्रा औय गततविर्धमों का अनब ु ि जो िहा के स्थानीम रोगो की अतीत की कहातनमों को दषायती है । ‘‘

साॊस्कृततक वियासत ऩमयटन (Cultural Heritage Tourism) ‘‘ उन स्थानों की मात्रा औय गततविर्धमों का अनब ु ि जो िहा

के स्थानीम रोगो की ितयभान एिॊ अतीत की कहातनमों को दषायती है ।‘‘ साॊस्कृततक वियासत ऩमयटन कई कायणो से प्रभख ु है,

इसका सकायात्भक आर्थयक एिॊ साभाश्जक प्रबाि है । मह साॊस्कृततक वियासत को सॊयक्षऺत ,रोगो के फीि आऩसी सदबािना, सॊस्कृतत का सभथयन औय ऩमयटन के निीनीकयण भें भदद कयता है ।

साॊस्कृततक वियासत ऩमयटन का स्थानीम अथयव्मिस्था ऩय एक जफयदस्त आर्थयक प्रबाि हो सकता है । आर्थयक राब के

लरमे जैसे योजगाय नमे कायोफाय आदद भें ऩमयटन कापी भहत्िऩण ू य है । एक अचोंछी तयह से प्रफॊर्धत/सतु नमोश्जत ऩमयटन कामयक्रभ

तथा यहिालसमों के ऩमयटन को आकषयण औय सेिाओॊ का राब रेने के साथ-साथ उनके जीिन की गण ु ित्ता भें सध ु ाय बी राता है ।

ऩमयटन एक र्श्क्तषारी आर्थयक विकास उऩकयण है । ऩमयटन योजगाय,

व्माऩाय के नमे अिसय औय स्थानीम

अथयव्मिस्था को भजफत ू ी प्रदान कयता है । जफ साॊस्कृततक वियासत ऩमयटन का विकास सही ककमा जाता है । तो मह हभाये दे ष की प्राकृततक औय साॊस्कृततक खजाने की यऺा कयने भें भदद कयता है ।

ऩमयटन का प्रायॊ ब धीये -धीये हुआ । प्रािीन कार से ही रोग एक स्थान से दस ू ये स्थान ऩय आिागभन ककमा कयते थे। जफ खोज का मग य ार जैसे दे षो ने आर्थयक, धालभयक औय अन्म कायणों से कई स्थानों की खोज ु आमा तफ अभेरयका, िीन, ऩत ु ग

की। ऩमयटन का भनष्ट्ु म जीिन भें फहुत भहत्ि है । िैसे तो भनष्ट्ु म र्रू ु से ही कभय कयता यहा है इसी कायण से उसका जीिन सॊघषयभम हो गमा है । बौततक जीिन के सख ु ो की िकािैंध से प्रबावित होकय भनष्ट्ु म अऩने जीिन भें अनेक प्रकाय के सख ु ो को ऩाना िाहता है ऩयन्तु न तो उसे सख ु र्ाॊतत लभरती है अवऩतु कई प्रकाय के दख ु उसके जीिन भें घय कय रेते है । इन्ही दख ु ो से छुटकाया ऩाने के लरमे भनष्ट्ु म को ककसी के सहाने, स्थान आदद की जरूयत भहसस ू होती है । ताकक िह िहा जाकय कुछ सभम व्मतीत कय अऩने जीिन भें कुछ आनॊदभम ऩय की अनब ु तू त प्राप्त कय सके।

ितयभान दौड़बाग बयी श्जॊदगी से दयू जफ हभ ऩमयटन ऩय तनकरते है , िाहे िह प्रकृतत की सयु म्म िाददमा हो मा कोई

एततहालसक इभायत, बश्क्त भें डूफा कोई धालभयक स्थर हो मा ककसी विषेष यहन-सहन, िेषबष ू ा के रोगो के फीि कुछ सभम व्मतीत कयना हो, हय श्स्थतत भें कबी हभ प्रकृतत की फनाई हुई सद ुॊ य सॊयिना को दे खकय भॊत्रभग्ु ध होते है औय कबी अऩनी प्रािीन इभायतों को दे खकय गिय भहसस ू कयते है । विलबन्न करा औय सॊस्कृतत के फीि हभ अऩने जीिन की ऩये षातनमो को बर ू कय कुछ ददनो के लरमे उसी भें यभ जाते है । औय िाऩस आकय नई उजाय से अऩने काभ भें रग जाते है ।

बायत का रृदम कहा जाने िारा भ.प्र. अऩनी साॊस्कृततक वियासत औय यभणीम प्राकृततक स्थरो से एक भहत्िऩण ू य

ऩमयटन याज्म के रूऩ 1. 2.

भें स्थावऩत है । भ.प्र. के ऩमयटन स्थरो भें तनम्न स्थान प्रलसद्ध है ्-

जफरऩयु - बेड़ाघाट (सॊगभयभय की िट्टाने) औय घआ ु धाय जर प्रऩात के लरमे प्रलसद्ध है । बोऩार- भ.प्र. की याजधानी, निाफी र्ानो-षौकत, बव्म भश्स्जदे , झीरो के लरमे प्रलसद्ध है । बोऩार को झीरो की नगयी बी कहा जाता है ।

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फडी झीर, बोऩार

1. 2. 3.

ताजर ु भष्स्जद, बोऩार

सांची- सभाै्यट अषोक द्िाया फनिामे गमे स्तऩ ू ों के लरमे साॊिी विष्ट्ि प्रलसद्ध है ।

िजुयाहो - िॊदेर िॊष द्िाया फनामे गमे भॊददयो के लरमे खजुयाहो विष्ट्ि प्रलसद्ध है ।

कान्हा याष्रीम उद्मान - कान्हा याष्ट्रीम उद्मान भध्मप्रदे ष के सफसे फड़े उद्मानों भें से एक है । मह याष्ट्रीम उद्मान

भध्मप्रदे ष के भण्डरा एिॊ फाराघाट श्जरा भें श्स्थत है । मह याष्ट्रीम उद्मान दोनों श्जरे के रगबग 940 िगय ककभी के ऺेत्र भें पैरा हुआ है ।

1.

ऩें च याष्रीम उद्मान - ऩें ि याष्ट्रीम उद्मान भध्मप्रदे ष के लसिनी एिॊ तछॊ दिाड़ा श्जरे भें श्स्थत है । इस याष्ट्रीम उद्मान

का नाभ ऩें ि नदी के नाभ ऩय ऩड़ा है जो इस याष्ट्रीम उद्मान के उत्तय से दक्षऺण की तयप फहती है । इस उद्मान को याष्ट्रीम उद्मान का दजाय सन 1983 भें लभरा था ऩयॊ तु सन 1992 से मह फाघ अभ्मायण्म के रूऩ भें स्थावऩत है । 2.

बीभफैठक की गप ु ाएं - बीभफैठक की गप ु ाएॊ भध्मप्रदे ष के यामसेन श्जरे भें श्स्थत है । मह गप ु ाएॊ बायतीम भानि

जीिन की प्रािीन तनषातनमों /र्िन्हों को प्रदवषयत कयती है । भहाबायत कार भें इन गप ु ाओॊ भें बीभ ने विश्राभ ककमा था तबी से इस स्थान का नाभ बीभफैठक ऩड़ा । इन गप ु ाओॊ भें आदद भानिों द्िाया ऩत्थयों ऩय उत्कीणय र्ित्रकायी का आकषयण फड़ा ही भनभोहक है ।

बीभफैठक गप ु ाओं भें चचत्रकायी Our Heritage, West Central Railway, 2013-14.

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1.

ओयछा - ओयछा भध्मप्रदे ष के टीकभगढ़ श्जरे भें श्स्थत एक र्हय है ।

इस र्हय को भहायाजा रूर प्रताऩ लसॊह ने

सन 1501 भें स्थावऩत ककमा था । ओयछा र्हय फेतिा नदी के तट ऩय झाॊसी से 15 ककभी की दयू ी ऩय एिॊ टीकभगढ़ से 80

ककभी की दयू ी ऩय श्स्थत है । ओयछा के भॊददय एिॊ ककरे का आकषयण फयफस ही ऩमयटकों को अऩनी ओय आकवषयत कयता है ।

ओयछा 1.

ऩचभढ़ी - ऩिभढ़ी भध्मप्रदे ष का एकभात्र दहर स्टे षन है जो प्राकृततक रूऩ से सॊऩन्न

गभी से फिने के लरए इस स्थान को विकलसत ककमा

है । त्रब्दटष कार भें अॊग्रेजों ने

था । होषॊगाफाद श्जरे भें सतऩड़ ु ा की ऩहाडड़मों ऩय रगबग 1100 भी.

की ऊॅंिाई ऩय श्स्थत ऩिभढ़ी को चसतऩड़ ु ा की यानीर् ै् बी कहा जाता है । विॊध्मािर एिॊ सतऩड़ ु ा की ऩहाडड़मों से आचोंछाददत

ऩिभढ़ी एक आदषय दहर स्टे षन है । महाॊ की खूफसयू त ऩहाडड़माॊ कर-कर कयते हुए झयने, भनभोहक हरयमालरमाॊ, अद्बत प्राकृततक नजाये हय तयप अऩनी खूफसयू ती त्रफखेय यही हैं । धूऩगढ़ ऩिभढ़ी से 8 ककभी की दयू ी ऩय श्स्थत है तथा मह सम ू ोदम एिॊ सम ू ायस्त दोनों के लरए भषहूय है । सफ ु ह एिॊ र्ाभ महाॊ का दृष्ट्म अत्मॊत दषयनीम होता है श्जसे रोग सारों सार तक नहीॊ बर ू ऩाते हैं । विॊध्मािर एिॊ सतऩड़ ु ा की ऩहाडड़मों भें श्स्थत धऩ ू गढ़ रगबग 1350 भी. की ऊॅंिाई ऩय है जो भध्म बायत का सफसे ऊॅंिा स्थान बी है ।

अप्सया विहाय, ऩचभढ़ी Our Heritage, West Central Railway, 2013-14.

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1.

भैहय- भैहय भध्मप्रदे र् के सतना श्जरे भें श्स्थत एक र्हय है । भैहय के त्रत्रकुटा ऩहाडड़मों भें भाॊ र्ायदा दे िी का एक

भॊददय है श्जसभें प्रततददन हजायों दषयनाथी भाॊ के दषयन के लरए आते हैं ।

भां शायदा दे िी का भंददय, भैहय Written by: Shri Yogesh Chaure, JE, Mechanical Deptt.,WCR,HQ

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Broad Guage Restaurant at Bhopal – Revenue Through Railway Heritage

One condemned ICF coach shell was purchased and converted “Palace on Wheel”Maharaja type Dining Room Restaurant with creation of open air ambience similar to old Heritage Railway Station and it is located in Hotel Ashoka Lake view, Shyamla Hills, Bhopal, where footfall of tourists in Bhopal earns good revenue for MP tourism. One Steam loco has also been placed near upper lake, Bhopal to glorify rich Indian Railway’s Heritage as existed during the Nawab’s of Bhopal.

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Interior of Restaurant

Shan-e-Bhopal Restaurant (Pride of Bhopal, Maharaja Style Interior Reconstruction) Our Heritage, West Central Railway, 2013-14.

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History of Electrification of Indian Railway

Sh.Dinesh Bansal Chief Electrical Engineer(Retired) Indian Railways Railway Electrification made a modest beginning with the inauguration of first electric train between Bombay VT and Kurla Harbour on 3rd February 1925 on then existing GIP Railway system at 1500 V DC. Heavy gradients on the Western Ghats necessitated introduction of electric traction on Central Railway upto Igatpuri on North East line and Pune on South East line. 1500 Volt DC traction was introduced on suburban section of Western Railway between Colaba and Borivili on 05.01.1928 and Madras Beach and Tambram of Southern Railway on 11.05.1931. This was primarily to meet the growing traffic in these metros. Thus, before the dawn of Independence, India had 388 KM of electrification on DC traction. In the post Independence era, electrification of Howrah-Burdwan section of Eastern Railway was taken up on 3000 Volt DC during the First Five Year Plan period and completed in 1958. The first EMU services were inaugurated in HowrahSheoraphulli section by Pandit Jawahar Lal Nehru, first Prime Minister of India on 14.12.1957. 25 kV AC system of traction emerged as an economical system of electrification as a result of extensive research and trials in Europe, particularly on French Railways (SNCF). Indian Railways decided in 1957 to adopt 25 kV AC system of electrification as a standard, with SNCF as their consultant in the initial stages. In the wake of industrial development, in the Eastern region, due to the setting up of steel plants, large scale movement of Iron and Coal, substantial growth in freight traffic, which could not be managed by steam traction, electrification and dieselisation had to be introduced in early sixties to cope up with the growing traffic. The first section electrified on 25 kV AC system was Raj Kharswan-Dongoaposi of South Eastern Railway in the year 1960. With a view to provide continuity of traction system, Howrah-Burdwan section of Eastern Railway and Madras Beach Tambaram section of Southern Railway were converted to 25 kV AC system by 1968. The manufacture of Electric Multiple Units (EMUs) required for Kolkata suburban services was taken up indigenously at Integral Coach Factory (ICF), Chennai and first EMU rolled out during September 1962. Considering the various limitations in existing 1500 V DC traction systems in Central Railway and Western Railway, a decision was taken to convert to 25 kV AC traction during 1996-97. Conversion from DC traction to AC traction is under progress.

Courtesy: (Rail Business, Vol.4, Issue 18, March 2013) Our Heritage, West Central Railway, 2013-14.

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Electric Track

Steam on Electric Track

Electrified track between Karjat & Khandala station in Bhore Ghat – the dual existence during transition phase

FIRST EMU, 3rd FEB, 1925

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Motor Coach GIP Railway, Year 1925 Production of Electric locomotives was simultaneously taken up indigenously at Chittaranjan Locomotive Works (CLW) in 1960 and the first 1500 V DC electric locomotive for Bombay Area Lokmanya was flagged off on 14.10.1961 by Pt. Jawahar Lal Nehru, the first Prime Minister of India.

Pt.Jawahar Lal Nehru on the controls of first Locomotive during inauguration

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e Imag in a

nation

शीऩ िेगन शीऩ िेगन का ननभाडण 1929 भें लररआ िकडर्ाऩ द्िाया बेड़ो को रे जाने हे तु ककमा गमा था, इस िैगन को चाय टूु

दटमय काम्ऩाटड भेंट भें फाटां गमा था, शीऩ िेगन भें ऩानी की सप्राई हे तु ऩाइऩ रगे थे, तथा अटे न्डेड हे तु एक काम्ऩाटड भेंट साथ भें ननलभडत ककमा गमा था।

No ‘Smoke On The Water’ colour!

“.......they carried only Cultural Capital of the same subcontinent.”

(Theme Courtesy: David Lean’s film ‘’Dr. Zhivago’’, written by Nobel laureate Boris Pasternak; Steven Spielberg’s film “Schindler’s List” & Shri Khuswant Singh’s novel, A Train To Pakistan, Rolle’s Publication.) Our Heritage, West Central Railway, 2013-14.

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Dara Cutting, Kota-Nagda Section, Kota Division Our Heritage, West Central Railway, 2013-14.

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Our heritage(final draft2)