Books and Technical Papers published by the Railway Board.

BOOK~.

(~} ew...~m•-d u ... r and DbotrHmtion Return o1 oru~rs uf _nil lndb .. o Rathr~~- Puhll!lb\.>d baiJ:-ytarly. l'ti('t' &!.. 1·1::-o or s..

(3) Hit.lory .. 1 IwBan ltalh,·ay=t, eondructOO an<i In prog~ l"'flrt'fi'ted 11{1- to 3b.t lb.trh 19J.'t. Puftl~hl'\1 qub~qu~nnJ."II~-. ~ fu. 6--0-0 or tJ..-. !ld.

Tl-:t:UXlt"AI, 1'.\l'l-:ks.

(5) Over :!til j>npt>rs ha,- .. ht•t•n puh~hed hy the Unilvoay l~nf11 utU~. Th~ p3po..•n. {'(lmpri~ :-

(a) Orh:lnal <h'!lC'l'lption!l or nUowar works nnd !ltudil"!< ol rnllll"ll}" r•rol1l!'ms In lndls and eb.t-whf'n-.

{b) Rcprlnl!l of ;:trfk~ lrom fon·i~n rnJ(inf't'riru: mn-.r:n.btf'!l.

{c) R.-i•rlnt~< or nl'l'lfml't,o. of reports ret't'IVt'd by the HOVcnUul'nt of IndiA un sul•jttt~ connt·Cil-d wltb raliwaya •

.\ compkh> li"t of tlw papers <'an l>t: oNuhwd gr«U• from tho!' l:hld l'ontrolter._ ~tandardl~lhm, t.'t"otrsl SIAnllard1-0ili:ce tor R.aUwa)'S.. Slmlaf~ew f),.lhl. A r- oi tht" murP. Important T<'<'hnkalf>aJK'b are rnorntioned O<'lo'l'l· :-

Xo. 7:!. ·nw olh<l;.:n t>f wdl founda.tlun~ for hri<l:;t'"'l H8. Statist it"!' of rnllwny l\orking CXJ~enditure 1 ~.a. lUHr tralnlnll nnd ("On! roJ on IIJt:> Jmide bank i!fl'lt'ID

,. 2lf•. 'J'lw Hartiln~t· Hrill;:t' nHr tJw Lower tln.Dj.!('!ll at :Sara ,. 2111. 'J'.-rhnlrn!N'Iu.••ntion In n-lation to rnllwn)·s in AruPrk.a

2.111. Tlw l't'Jdrnl {·.,ntr<JI >\)"!11-!'llls for th•· !ll'lll'dulinJ.: of o;wmtkms iD lo4:cmuti~t' f\•Jo;lin- l\urk~h"}l!< Ill £n~lu1.1t.l

:!42. }lailwny !'4tatl~tlr:!' ami t1w Opl'fnfin>< Ot'!lt"t'T • ., 243. Hnn· to jnrll!l' thP prospN"f!< uf HPW mlhllt}"ll •

24-l. ~)("{'pe-r !<parin).!; and thf' efft·f't uJ the Xt'w Pt<nnl.o..··•ll>l!" Axk--loo.d!< , :!-fr,. Ht•po:rt ni th<' lndl:m Uallwny UridJ:t' ('ommlttec on track trtrf-NI'"!l.

!!-17. 1st nnd :2nrl lntenm n·J•nrh of thf' ln•llnn HnHwa.y Hrld!lt' l'mmnittl'<' on im)laet ami F<'\"h<lnu oi tlu· Urfdl!,. rul1'11.

•• 240. Up<'rollm: ~l.atbltlr.o and ttw J>h·J,.ion.RI omerr ., 250. Axlf'·lornb, wlu ... l dinm1•l,.r mul rallbt'IHl:'l dlrnf'ru:!lollll,

.2;,1. A. JL E. and UIOJIDtl'niHWt'' of Way A!<...~(ldatlon't~- lmpa.t>t t(>f!tto on ltallwa.y Hrhl!!t~. ( lh•prlnh·ll.)

Dt"et'rlpllou of till' l'l.nnnln::. l'ru:.;n-,...... l'o.nllm! and EH$!1ne R;•palr. Sdwdul" Sy~t<'m,lntrodu£«1 nu tht• ti. L 1', Hy. Luro. PhO)!ll at P.ud

No. 2!oti. Xnto·~< nn tlw )lrl'}>arntltm of railway prujt>l'b; • •• 2.:.11. Thf' •·stimatinn of l'n."-"t·n!!t·r t·awln~l' on nl'W Jlrojcd~ .. 261. Tul>t- wt"IL< on llw .X. W. UnUwar. Jtl~[>-:!7 , :!62. Xotf• on JOkp~ tot ... tnk;•n WJwnnlt of rmmln~:: the fulurt' ln.n;:-;• \"f'hlelt"S on

llrond (;aul-!1' Jtallwa~·,.. I\l:!i 263. Xotc en t"ompMitf' In•h·x numl<~•n: nf Inoibm H1lllway11 2114. lfemommlum on Trnflir SufYI'~"-" •

266. l'r!ndpl~ of tlw AllilOIIItt' lH•wk sy,.h•Ju, 1!1!!~1

267. l'lood·U:::htinJ.!, 19:!11 •• 271. Anti!<l'ptk trffil!twnt of PlJm,o. Lolll!Uulla lf"hlr) fot U.alhm;.· !il;'t'J>ef"l<. •• 272. The SIC":ff(lj."f"ll}lblf' ;-:.IH'\·ey t.Jl thf' Shak~<:::un ,. 273 . .A :-l('hNlult> sp•trm tor thl' {.'ontrnl of Opt>rnHtlh!!' In \•!ori\Jobnp!<, Hi'..!tl ,. 275. An t:nquiry Into th(' PrPpami\Hn nt PniOOk Ylnant'ia! Re.-turw< on thf'

Jt.allwap• of tirt>at Drilnln, E!<:O."p! and l'alt'11tin", 19:!11 • 2i-G. Jnn•sthrotion Into Hw l'tt"f"nJ!;tb u! ltJI!I Joint!< 277. })('!O{'rfflt!on of ttw t·o~t .-\f'('Qlllltlflt.: ~dlNlW il!trodttt'<•tl io thr- I<.Jt'Omoth·f'

'<l"Orkshop." at l!o~<hallmm 278. :Xot('s on Tnht• Railway ('"on.<~tnwtluu

•• 27fl. Rf'port on Trnl'k Prn('tit't"on Aml'"rlf"lm nnd (."nnadian nnilwa~" 2.'1-0. Th1? lnstalltltlon ot .n l'rodnc-tlon Sy!<l('m l.n tbr kiN•mnHvt> workllhop~ at

.lfol[halpurn 2j011. Tlw ll•·lt :-lr,;t;•m of ltt·palf!l. h1trodtWt'<i in thf' l..t•ffimt•Hvt> Work!<hoJH< nt

hnnf'lirnpnra • •• 2~2. :Xotf' on" }o'rld"m "-A rollllM•~ltfnu fur fl'n•nri!Hunlm! a.l>rn!'t'd !!plkt·ltul~

in R.:~llway :-llt"f>JWn< _ ~3. Dt>liC'f"ljltlon of n ~<YJ;h•ln introdtwffi in thl"' ;'o;ton.,. hrjlllrtnu-nt ol tlH' En.J<t

Jntlian U.nlhi'.R)', awl At•P<'n•lit't'!<

2 . ..:4. "'n!!flfl Ut·pnii'!I-"XOtf:ll on r•r.:,.:n·,..,.h"l' S~r,.h·m of '\"n~ton ltrvnln lUI lntfl"i-thl<'t'<.l in Surth W•.,.km Hanway Work:shoJ~S at )ff,L.!haltmra • •

,. 21'1: •• Xo!f' on H11• '-rrthod!< hy whkh tht> JmWI.~ionK rt>V"a.rdlm: UntMI and Fare!l •·mhml!t-d in tbt• ED!!Ihoh J!allwnp1 .-\f't of 1!121 Wt!n• lnunE.'d. hoth from tht• point~< ol ~·lt-w ot thr Hallway {'omp:mk'll and of the romt)llcn of !ht­.;\f"l

~n. Str('l<~~.,. In Fl,.hfolat...,.lor \.1{) !h11. Hnlh• (wlt11 Nmdu~lon!l aiff'CtinJt the t){'!lhm ut ~tnnd:trd Halt anti 1-'i><hpL~ff' i'iectlon.-.;

281. Ut•port on 011. Uunu•r... and Wkkl' for Shmnll..n.mp.t .. 2f!S. t;. 1. P. Uallway Hyonmomf'tl'r t':u It(' port Xo-. 11-Traln U{'!lt..tam·c

2S9. The ll ump Ya:ttl in India 2110. The I111U.nn Ualiway R.att$• .... trudnn· 2fil. t'ontrolkrt'ont"'f('tf·

The prift.,. of thl' paPf.'n vury from nnna:o~: Tbrl't' to RnJlft"." FUIH'n.

.-luiAcr.

{t'-oll!pikd.) G. D.El'VHAUS. F. J, K !:'PRl.XH. StR H.OUI-:RT U.\LES. H. L. nH.E.

H. H. ~AUNDt:lt!'4. MAJOX 1-'. H. lll'DDEN • LT.-l"OL. L. F.. IIOPKI~S. A. }', UAJI\"1..;\".

!f.AJOR 1-'. H. nrnllRN.

1'", (i. li •. MARTI~. R. L. H 1~-\~S. A. tt.xr:s. J. WAJWOX.

.4.. I. su;w H. W. U. UAitXBTT. II. X. XI<'Ol,L.'\. L. H. F: IHKXE::OS. H. J, lfi!I.J.f-:i'if:t'X. KA)oH;S.UI. MAJOR Kt:~.NETII lrA~ON. {Reprint.) H. H. :o;AI'Xnt:ns.

lf.\JHlt \\'AIH4TAJo'f". H. HOWt: and 1 .. H. ~WAIN.

A. E. liOWJ-:U •. H. r:. SAUfO~J). A ..... nAnnn·.

A. V.. HOWJ-:J.l •.

n. In: \"EUI-~ IHWlN nnd J. R. I'OTTF..R~

S. KRJ:-;JL'IA and T. P. OHO~E.

F. t<. s" )fARTTS and A. R. A. HARF.: Dna:.

ll. ~- SIXBIH'.

r:. A. l-41!1~ •

A. H. ~Ill~. H. R. l"O.X.

li.UuR U. W. WAC>STAFF, Ji.C .. R.E. A. W. HFA'KETT.-A. \\'. ('ltJI>S VIJ.I,IERS, B.A., B . .l..L

Tllf! hoob and paper¥ can be bon~rht lront tbl' lliM.g:t'r or Publ!t-atlom, Civil Linl'lt, UrlhL

[ 11 ]

List of Agents from whom Government of India Publications are available.

ENGLAND. Tu& HIGH COJ.!MIBSfONER FOR INDIA, INDIA HOUSE, ALDWYCH, LO"lDON, W.C. 2.

PALESTINE. S~imatzky, Jerusalem~

INDIA. (a) PRoVINCIAL GoVD!DIEH Boox DEYOTs.

Jl.u>BAS :-Suporintendont, Government Preas, Mount Roadt )la.dra.a. BOMBAY :-Superintendent, Government Printing and Stationery, Queen's Road, Bombay. SDIID :-Libraty atta<>hed to tbe Office of tho Commissioner in Sind. Karachi. Usruv l'Bovn<QES o~ AoBA .um Otroa :-Superintendent of Government Preaa, United Provinces of .Agra and

Oudh, Allahabad. Plni.JAB :-Superintendent. Govemment Printing, Punja.b, Lahore. BtrBJU :--Superin«mdent, Government Printing, Burma, Rangoon. ClDrTBAL PBovmcEB ABD B.ERAB :-Superintendent, Government Printin& Centra] ~incea. Nagpur. AssAX :-Superintendent, Assam Secretariat Presa, Shillong. BIILUI AND Omssj, :-Superintondent, Government Printing, Bihar .and Orissa, P. 0. Gulzarbagh, PatDa. NORTII·WEST FRoNTIER Paovmcz :-Manager, Government Printing and Stationery, Peshawar.

(b) l'mvATE l!OOK·SELLEBS.

Aero Stores, Karachi City .• Albert Library, Dacca. Banerjee & Bros., Ranchi,. Mesars. G. Ba.nthorya & Co., Ltd., Kucheri RoM. Ajmor. Bongal Flying Club, Dum Dum Cantt.• Bba.wntmi & Sons, New Delhi. Book Company, Calcutta.. Booklover's Resort, Taikad, Trivandrum, South India... Burma Book Club, Ltd., Rangoon. ButWrworth & Co. (India.), Ltd., Calcutta. Calcutta Book Agency, 16·1, Shams. Charan Dey Stroot,

Calcutta. ChntWrjee & Co., a. Bacharam Chatterjee Lane,

Calcutta. Chukorverty, CbatWrjoo & Co., Ltd., 13, College

Sq uaro, Calcutta. · City .Hook Co., Ma.drna. City Book Houso, Mee:ton Road, Cawnpore. Commercial Book Co., Lahore. Das Gupta. & Co., 54J3, Collego Street, Calcutta. Doc<:an BooY.BtaU, Poona 4. Dolhi and U. P. ltiying Club, Ltd., Deihl.• English Book Dopo4 !<'orozoporo. English Dook Dopot, Taj Uoad, Agra, and Sa.dd.ar

.Hazar, Jhansi. English :Book DapOt, Bank Rood, Amballa Cantonment

and Kaaau!L English Bookstall, Karachi~ :b~akir Chand :Marwah, Pe&h&wa.r Cantonment. l<'ono Book Agency, Simla. Gaya Pra.sad & SoiiB, Agra. Grnntho. Mnndir, Cuttack. HigginbothalllB, Madras. Hindu Library, 137-F, Balara.m De Street, Caloutta. Hydombo.d Book Dapot, Cbaderghat, Hyderabo.d

(Deccan}. · · · lmporial .llook Dopot and Prcs.s, uear- Jama Mn.sjid

{~!n.chhliwalan}, Delhi. Indian Army Book Dopot, Doyalbagh, Agra. Indio.n Army Book Dopot, Jullundur City and Da.rya­

g&nj. Dolhi. Indian Book Shop, .Bena.rea City .. Indian School Supply Dopot, 309, Bow Da.za.r St.10

Ca.lcutta.. lnsumnce Publicity Co., Ltd.., Lahore. International Hook Sorvic~ Poon& 4. Jo.ino. & Bros.~ htori Gato, Dolhi and Oonnaught Place,

Now Del~ Messrs. J. M. JnmOB Murray & Co., 12, Govt. Ploce, Calcutta (for

.Motoorological publications only). . Kali Charnn & Co., Municipal Ms.rkot, C&leuttn.. Ko.mela Book Th>pot, 15, Collego Square, Calcutta, K.a.mn.la Book. Storea1 Bankiporc. Pa.tna. Ka.rnataka. Publishing Houso, Ba.ngn.lore City. Kcnlo & Co., Karachi. Krishnaswami -& Co., Toppa.kulam P. 0 •• Trichinopoly

.Fort., Mossrs. S. Lahiri & Co., Ca.toutta., M0881'B. S. K. lAw Printing Hou.e, 11, Mount Rood, Madras. Law Publishing Co., Myla.poro, Madras. La.wrouco and Mayo. Ltd., Bombay (for Meteorological

publications only). Local Self-Govt. Institute, Bombay. London Book Co. (India), A.rbab Road. Peshawar,

Murroe, N owshora and Rawalpind.L London Book Dapot, 1!. I. B&zar, l!areilly, U. P. l!albotm& Co., 1'011t :Box No. 94. Lahore, Mo..,.., U. P. Modem Book Depot, :Bazar Road. Sialkot Cantonment.

Mohanlal Dossabhai Shah. Rajkot. Na.ndkishore & Bros.., Chowk,. Benares City Natoaon & Co. l'nbliahers, George To~ Madras

)lossrs. G. A. • --New Book Co.," Kitab llaha.l"• 192, Homby Road,

Bombay. Newman & Co., Ltd., Calcutta, Messrs. W. North India Christian Traot and :Book Society 18

Clive Road, All&habad. ' ' Oriontal J!ook Supplying Agency, 15, Shukrawar

Poona City. ' Oxf?rd Book and Stationery Company~ Delhi, Lahore

S1mla, Meerut and Calcutta. ' Parikh & Co., Baroda, Messrs. B. Pionoor Book Supply Co •• 20, Shih Narayan Das Lane

Calcutta. and 219, Cloth Market;. Delhi. ' Popular Book Depot, Grant Road, .Bombay. Punjab Religious Book Society, Lahore. Punjab Sa.nskrit llook Depot, Sa.idmitha Streot.

Lahore. Raghunath Prasad & Sons, Patna City. Ram KriBhna .Bros.~ Opposite BishrambQ.a Poon.a.

City. ~· Ra.m Ns.rain Lal, Katra. Allahabad. Ra.ma Krishna. & Sons, Booksellers, Anarkali. Lahore • Ra.mesh llook Depot, Stationery M~ Ka.ehmere

Gate~ Do.J.hi. Roy & Sons, 43, K. & L. Edwardee Road. Rawalpindi,

l\!urree and Pcshawa.rt MesSrs. J~ Ray Chowdhury & Co., 119, Ashutosh Mukherjee

Road, Bha.wanipur, Calcutta. Rochouse &. Sons, Madra&. Roy Chowdhury & Co., 11, College Squa.re, Caloutt.a,

.Messrs. N. M. Sampson William & Co., 127-B, The Mall, Cawnpore.. Sa rear &; Sona, 15. College Sq ua.re, Calcutta, Messra.

M. C. &rka.r & Co., Ltd., 18, Sham.a Charan De Street ed

8f2, Hastings S._t, Calcutta, Messrs. P. C. Scientific Publishing Co., 9, Taltola Lane Calcutt&. 805hncha.lam &. Co., Arasulipat&D4 Mes~ M. Shivji &. Co.~ P. 0. Cha.uliaganj, Cuttack. Shri Shankar Karnataka .l'tu~taka l!handara, Ma!a­

muddi, Dharwar. S. P. Bookata.ll, 21, Budhw.ar, Poona.. Standard Book Depot, Lahore, Dalhouaie and Delhi. Standard Bookstall, Karachi. Standard Bookstall, Quetta. Standard Law Book Society, 6, H88tinge Stroot,

Calcutta. Standard Literature Company, Ltd~, Calcutta. Students' Popular Depot, Kacheri Uoa4 Lahore. Surat and District Trading Society, Sumt. To.ra.porevala Sons &. Co., Bombay, Mesars. D. B. Thacker & Co., Ltd., Bombay. Thacker, Spink & Co., Ltd., Ca.lcutta. and Simi&.. Tripathi & Co., Booksellers, Princess Stroot, Ka.lbadevi

l.{oad, Bombay, Messrs. N. M. Union Stores, Indore City. University Book Agency, Kaohari Road, La.hore. Uppar India Publishing Holl86, LtcL, Literature

Pala.ee, Ammuddaul& Par~ Lucknow. Varadachary & Co., Madras, Mossre. P. Wheeler & Co., Allahabad, Calcutta. and Bombay,

!losers. A. H. Young Man & Co., Ajmor and Egerton Road, De1b.i.

"Agtmt& for publications on Aviation only.

GOVERNMENT OF INDIA

RAILWAY DEPARTI\iENT (RAll.WAY BOARD)

REPORT BY THE

RAILWAY BOARD ON

INDIAN RAILWAYS FOR

1934-35

Volume I SERVANTS OF INDIA SOCIETY'S

BRANCH LIBR"RY BOMBAY

DELHI: MANAGER OF PUBLICATIONS 1936

CONTENTS.

CJL\ PTER L-ATEXERAL RETIEW.

In trod net ion Monsoon conditions and agricultural results . )filea~e

Railways and the J,egi>lature Haihvay lluclget

Standing Finance Committee for Railwan - . Meetings with .Agent;.;; of Railways autl Loeal Govt>rnmf"nta Central Advisory Council for Railways . Local Railway Advis01y Committee; Railway Uates Ath·is<n·~· Committee Yr. I,ope's Inn•stig-ations

L-Tratle Re..-iew­Exports Impm·ts

CHAPTER II.-FIXA:KCIAI. RES"CLTS.

Balance of trade

H.-Financial Uesults of State Railways­:Finaucial results of working Uross receipts . \Yorking expenses :K et receipts Losses and gains Capital at charge \\' m·ks expenditure . Stores halances Contribution to General Revenues Depreciation Fund . Analysis of financia!l results of working .

III.-General Results of working of all Indian Railways­Traffic and mileage . Analysis of earnings l)ussengel' earnings . Goods earnings Alterations in rat~s and fa1·es . Compensation <·laims for goods

CHAPT.EU III.--XEW COnSTRUCTION AKD E:KGIKEERI:KG WORKS.

C'apilal expenditure Lines opened during 1934--% . Lines sanctioned in 19:34-35 • I.ines under uetive eoustrut·tiou on 31st March 1935

Sur\"eys Important lines under consh·uction Important lines openetl <luring 1934-:35 Important new works .

Open line improwments Hardinge Bridge, Eastern Bengal Railway Qua1·ters for subordinates

p AGt:.

I

1 2 2 .J.

t 4 5 5 t\

7

\}

9 10

IU 13 us 15 16 16 17 18 18 19 1~1

23 23 23 25 25 26

29 21J 29 2~

:JO !lU 81 31 31 3~

3-lo

( Vl ]

CHAPTER IV.-TRANSPORTATION AND ·woRKING.

Statistics Speed of goods trains ],oa<ls of goods trains 1V agon usage Punctuality of passenger trains System of ticket checking Road motor competition liela 'fraflic ·w agou position Neutral examination of interchanged wagon stock Uailway Collieries

CHAPTER V.-ROLLING STOCK AND MATERIALS.

P .• GE-

35 36 !\6 3(~

:\~

38 H 44 45-45 45

Additions to equipment 49 Supply of rails and fish-plates from indigenous sources 49 Development of the use of indigenous timbers for carriage building 49 1Vooden Sleeper Purchase Organisation 50

Value of railway materials purchased . 51 Value of indigenous stores pmchased by the State-owned Railways and the value

of stores purchased by all railways through the Indian Stores Department . 51 Purchase of stores by Railways through the Indian Stores Department , 51 Cost of maintenance and supply of locomotive power and cost of maintenance and

operation of Can~age and Wagon Stock . . . . . . . 6% Central Standards Office 52 Locomotive Standards Committee • 58 Carriage and Wagon Standards Committee 5~

Bridge Standards Committee 54 Track Standards Committee . 54 Signalling and Interlocking Standards Committee "51

N urn her of staff Cost of staff .

Indianisation-

CHAPTER VI.-STAFF.

Recruitment of superior officers­State-managed Railways Company-managed Railways

Review of the progress made since 1925 . llepresentution of minority communities in Railway Services

56 56

58 59

61 64

'!'raining of staff-Area Schools . 66

Improvements in tbe service conditions of the staff-Hours of EmplOyment Regulations 67

"'~lfare-,\ssistunce from railway funds to railway employees for the education of their

~ill~- M Staff Benefit Fund 67 Railway Sports 68

Report of the Royal Commission on Labour . 68 Emergency cut in pay • 68 Revision of the scales of pay of future entrants into the super10r and

suhm·dinate services fl8 Se<•mity of servit!e--Rules re~tm•ding the discharge and dismissal of State Railway

non-gazetted Government servnnte . • . . . • . . . 68 llf eetinl!s with tl1e All-India Rnilwaymen's Federation 69

[ n1 ]

CHAPTER HI.-A:YEl\ITIES FOR P ASSEXGERS.

Hooking Offices ·waiting rooms and waiting halls . Covered and raised platforms

P.\.GE.

70 il

~efreshment rooms for Hindus and Mohammedans Vendors' stalls in waiting halls and on platforms lf ater supply for passengers Restaurant or buffet car services .

72

73 i3 75 77

Improwments carried out in existing lower class earriages • ill Impro.-ements carried out in the latrines of third class carriages . 79 .Arrangements to ensure cleanliness of latrines in passenger trains ~0

Reserved lower class compartments for women-Arrangements made to distin-guish women's compartments at night . . . . . • 82

-overcrowding in third class carriages . 82

CHAPTER VIII.-MISCELLANEOUS.

Accidents Damage by earthquakes, 1loods and cyclones Publicity Anti-malarial measures •

APPENDICES .

.A.-List of Railways in India B.-Relations of the Government to Railways in India ·C.-Organisation for Government control D.-Separation of Railway finance from General finance E.-Financing of branch lines of Railways .

.~!'.-Statement of-(i) Gazetted officers .

(ii) Senior subordinates

G.-Statement of appointments created and vacancies filled­State-managed Railways Company-managed Railways

H.-Officers of the Railway Department (Railway Bo~rd) and attached olli<·cs

LIST OF PHOTOGRAPHS.

1. Xerbudda bridge at Broach. North end-track laid to camber of spans [B. B. ,)·C. I.]

2. Drv dock at Mandapam [S. I.] 3. N e~budda bridge at Broach. Flotation of span No. 10 [B. B. ~- C. I.] 4. l\ ew Chambal bridge superstructure. Standard H. M. Loading, 1934

[G. I. P.] . 5. 'J.'ype of Senior Scale Officer's Bung-alow built at Jamalpur to replace those

destroyed in the earthquake, 1934 [E. I.] . . . . . . G. Restoration of the breach of September 1933 of the right guide bund of

Hardinge Bridge [E. B.] . . . . . . . . . . 7. All-eleetric power signal interlocking lever frame with illuminated signal and

track diagram and Block Signalman's table at Bandra Station [B. B. <t C. I.] .

8. "Y. B." Class Engine built in the Ajmer Shops [B. B. lj· C. I.l . 9. General view of the B. R. Singh Hospital, Sealdah [I!.'. B.]

10. New Cham hal bridge superstructure. Standard H. l\I. Loading, 1934 [G. I. P.] .

11. III Class Diesel Rail Car [M. /i" S. :ll. J 12. Washout of Ranthali Bridge on Chaparmukh Silghat Railway [A. B.] 13. Pujah Bazar Special, 1934 [E. B.] .

~3

87 87 ~~~

[IJ

liS

}U;\

1119 lll

115 llU

l:!;l

12:\

126

It 'acing pagu

1 u

lU

31 .

35

72 79

87 ~s

[ Ylll J DL\GRAlfS AXD :llAP.

I. Diagram showing total Capital outlay, gross earnings, working expeu:;es and length in miles .

Facing pa!;e

1

2. Graphs showing receipts and expenditure of State-owned Railways induding worked lines 19;14-35 . • • • • • • . • 10

3. Uraphs showing nu1nher of passengers t·arried and passenger miles . 24

4. Graphs showing nun1her of loemuotiYe!", boilers, l'arriages and wagons prm:i.Ied for in programme of Class I Uailways . . . . . . . . 49

5. Diagrams showing (i) pereentaf.{e of value of iudigeno11s store;-; purd1asefl h;; State Railways to total since 1927-28 and (ii) total value of order; placed hy State Railways through the Indian Stores Department sinre 1!J27-28 . 51

H. Uraphs Bhowing t·ost of maintenanee and supply of loeomotive power J>et 1,000 gross ton miles and cost of mainienance and operation of earriage aurl wagon stock per l,OfJO gross ton miles . l'i2

J[ap of Intlia showing railways open and under <·onstrudion on 31st ~larch 19!l5 In the

pockot of the back cover~

- '

~=-=" ' RAILWAYS f-- INDIAN : ' t.ACH YU.R THE DIADJtldl $JOWIM5 FOR '

~c:r~~! ~aPITAL OUTLAV, ~OM tAAHINGIS,

' LENGTH IN M1L'I8 OPr.N.

-· '

' ' ' ' '

' ' NOTE>-

THE FI8UIFIU Clfl 1141& SCALE RlPRUr:MT LAICHS FOR

' : THE CAPITAL OUTLAY, TENS OF' THOUSANDS FOR GROSS

I EARNIM08 • WORI(DI8 EXPEHSLS • MILEB FOR LENIITH OPEH.

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BOMBAY, BARODA AND CENTRAL INDIA RAU..WAY.

Nerbudda Bridge at Broach. North end .. track laid to camber of spans. Existing Bridge on left,

CHAPTER I. GENERAL REVIEW.

1. Introduction.-The Railway Board's annual Report on Indian Railways is published in two volt1mes. Volume I reviews the gl•neral administration and financial results of working of railways and al;o com­ments upon. items of outstanding interest that occurred during the )·ear. It makes p~rtiCular r~ference to any new construC'tion of lines. improvement:::. or add1t10ns to rolhng stock, the recruitment, training and welfare of staiY and such other matters as have an important bearing on railway manage­ment and operation. Volume II is a compilation of financial and statistical statements and summaries CO\'ering the mai!l bends of the cnpital and revenue accounts, and embracing the complete range of railway working.

The period for which the report is prepared is from the lst April of one year to the 31st March of the following year.

2. Monsoon conditions and agricultural results.-India heing primarily an agricultural country, the welfare and general prosperity of the people are very largely dependent on the incidence and eiTectivent'ss of the mon~oon rainfalL This indirectly affects the railwa~·s, which are the main carriers of the exportable surplus of agricultural products. A few remarks on this important subject may therefore serve to call to mind the eondition~ obtaining during the year. The monsoon of 1934 was on the whole, fair!}· well distributed, the rainfall being within 10 per cent. of the nornml, Pxeept in Rajputana, Central India and Central Provincl.'s where it was in exeess, and in Mysore and Madras where it was in defect. During the latter parr of the monsoon period, rainfall was normal in Burma, Mysore and the Ilomlmy Presidency (excluding Sind) and in excess in Assam nnd Bengal. It \HI~ defective elsewhere, particularly in the United Provinces. The tota~ rainfall for the year was within 20 per cent. of the normal over most of the country.

The season was not, on the whole, very favourable from the agricultural standpoint. The total outturn of rice decreased by 3 per cent. as compared with the previous year; Burma recording a fall of 12 per cent. Prospect~ of a very good sugarcane crop were mar.red by a cold. spell in January. ':filE outturn of jute was nearly the same as m the precedmg season, h1.1t. the ywld of cotton decreased by 5 per cent. Unfavourable seasonal conditwns wen responsible for decreases in the production of groundnut, sesamum and cast01 seed crops to the extent of 44, 25 and 24 per. cent. respectively. T~e wheal crop of 1933-34 which was mostly moved durmg the year under review, wm about the same as in the previous season, but the outturn of rape and mustarc and linseed (winter oilseeds) recorded a decline of 10 and 7 per cent. res pectively.

3. Once aaain the earnings of State-owned lines showed an increasE rising from Rs~ 86 crores in 1933-34 to Rs. 90 crores in 1934-35 but even s< the net result of the year's working was a loss of about five crores. No eon tribution could therefore be made to general revenues.

Goods traffic was mainly responsible f<?r . the imp~ovement; ~he tota weight carried having increased from 76'5 mil.hon tons m the previOus yea to 94·5 million tons in 1934-35 and the earnmgs from Rs. 61.58 crores tl Rs. 64"35 crores. The net ton miles also increased from 18,707 millions t< ;l0,352 millions. The average rate earne~ per ton per mile ~or all coml!lod.i ties however showed a slight decrease, bemg 6"07 pies as agamst 6"32 ptes 1:

1933-34. Passenger tr:>ffic showed a. sli~ht ~mprove!Dent, 7 million m~re passenge:

being carried, with a. resultant nse m earnmgs from Rs. 30 1 to Rs. 30 crores.

B

2 l!EPOHT BY THE !UlLW.AY HO.HW 0:\ ISIHA:S IUILWAYS l'OH 19:;.!~3.3. [CHAP. I.

4. Mileage.-The new mileage opened for traffic during the year was 71 which was entirelv located within Indian States and at their cost, but due to realignment the net addition to the mileage of railways during the year was 67. The total route mileage at the end of the year was 43,021. In addition, there were 139 miles under construction on 31st l\Iarch 1935.

5. Railways and the Legislature.-As in past years the members of the Le~islative Assembly and the Council of State continued to take an increasmg interest in the working of the Railwrry Department. Out of a total number of 3,550 questions asked in both Houses dm·ing the year 1934-35, 1,072 or 30"2 per cent. were answered by the Railway Department as com­pared with 29·4 per cent. during the previous year.

In addition to this large number of questions, four resolutions also came up for discussion-two in the Legislative Assembly and two in the Council of State.

Resolution No. 1.-A resolution on catering contracts was moved in the Legislative Assembly on the 26th July 1934 suggesting the appointment of a. Committee to consider the system of giving contracts for the supply of food .at stations. In the course of the debata on this resolution reference was made to the system of giving large contracts to one man and generally to the desirability of arranging for the supervision of contractors by a committee on which non-railwavmen might be associated. The resolution was with­drawn on the Honourable :Meii1ber for Railways giving an undertaking that the matter would be examined to see what steps it was possible to take and what arrangements could be made to ensure the provision at stations of good and wholesome food at reasonable rates. Information was called for from the principal railways with a view to considering the policy that shm1ld generally be followed in this matter.

Resolution No. 2.-0n the 9th August 1934, :Mr. A. H. Ghuznayi moved the following Resolution in the Legislative Assembly :-

'' That this Assembly recommends to the Governor General in Council that immediate steps be taken to appoint a Committee to inquire as to how far the present abnormal depression in the Indian Coal Industry is due to the working of the State-owned Railway collieries· and the present surcharge of railway freight ,on coal and other causes and to suggest ways and means for its improvement ".

The mover advocated the closing down of all Railway collieries and the pur­chase from the market of all coal required by the railways; the removal of the surcharge on coal freights and reduction in the rates on the transport .of coal.

In opposing the Resol~tion, ~he Financial Commiss~oner o! ~ailways stated that the Railways m Ind1a were forced to acqmre colher1es, as a measu~·e of self-defence against the abnormally high prices that were charged by the coal trade during years immediate!~, followin~ the ':'ar. He pointed out that even when railways contracted for coal a~ h1gh pr~ces, they h~d. no guarantee that they would get the coal. The pohcy of ra1lways acqmrmg their own collieries has been found to be completely successful. Not only bave Railways been able to obtain fr<?m. their own collieries coal at <;heaper rates. but the existence of these coll1enes and the knowledge that lf they were· worked to their capacity GoYernment could obtain all or practically all their requirements have had a most salutary effect on the prices at which the coal trade tendered coal to railways.

It was further stated that the capital invested in railway collieries amounted toRs. 4 crores. and the maximum annual capacity of these collieries was six million tons. Taking the State-managed Railway collieries alone, the total capital invested was 2 crores of rupees. and their annual estimated capacity was two and three-quarter million tons. Notwithstanding_ t~is, the raisings from these collieries. during the last three years, were hm1ted to 1,150,000 tons only. This represented only one-third of their requirements, and less than half of their capacity. The rest was purchased from the market in order to assist the coal trade.

CIUP. 1.) GEXERAL RE\"JEW.

Th~ Finanl:ial Co!l1missione~· of Hailways pointed out that the expt•udi­ture which would contmue to be mcurred. if all raihnn- collieries were dosed down, would be in the neighbourhood of Rs. 41 lakhs a ·,·ear. which loss would have to be borne by the tax-payer, and stated that l;o,·ei-umt•nt were convinced that the dosing down of railway collieries was not in the public intt•rt•st.

Referring to the question of surchar"e on t"Oal frein-hts the Finaneial Commissioner of Railways stated that st~tistics did not"' support the view that the surcharge had a serious effect on the traffic. He also stated that in the present. financial position of railways it was impossible to saerifice the revenue dertYed from the sm·dwrge and that he could not huld out hopes of any abolition or considerable modification of the surcharrre in the immediate future-apart from any modification in the lonuo distant~ rates that nul\· be decided upon after the· investigation that w11s l.;;,ing madt>. ·

Resolution Xo. 3.-ThE' third RE'solution was moYE'd. in thE' C'uuneil of State, by the Honourablt> :Mr. Mahmood Snhrawardv, on the 25th FebrnmT 1935, recommending the appointmE'nt of a mixed c-ommittt>e of ottit·ials nu;l non-officials to enquire into thE' working uf the GovemmE'nt of India and State Railway pressE'S in regard to certain alle"ed oriemnees of Jlress workers

# "' ...... ~ h

re~ard11_1g leave, holidays. pa~·. pensions. ete. The RE'solution dealt mainly vnth griE'VancE's relating to press workers in the Gowrnmt>n.t of India pre~ses but certain griev11nces I'l'garding workE'rs of the East Indian ami Eastern Bengal Railways combined press WE're also mentionE'd.

In moving the Resolution, thE' Honourable Mr. 11l11hmood 8uhrawardv referred to an assurance given by the Honourable Sir Joseph Bhm'l'. in tlit> Legislative Assembly, on thE' 24th FE'bruar~· 1934. promising to E'nquire into the working of the East Indi11n 11nd E11stE'rn Bengal Railwa:-·s combined prE'ss and complained th11t the workers of this prE'ss were not allowed by the Agent, East Indian Railway, to rE'prE'sent their case to the committee of enquiry through the rE'presentatives of their own choice. viz., the General SE'eretary of their Union and added that E'Ven Mr. S. C. Mitra, an e.1·-:M.L.A., who wanted to represent the case of the prE'ss workers was informE'd by the Agent, East Indian Railway. that the Committre had alrE'ady completed its enquiry. The Honourable mover of the Resolution next dealt, in detail, with the grie­vances of the workers in the GovernmE'nt of India presses and thE' Honourable Mr. G. S. Khaparde, the Honourable SaiyE'd Mohammed Padshah Sahib Bahadur and the Honourable Mr. Hossain Imam spoke generally in support of the Resolution while the Honourable Saived Mohammed Padshah ~ahib Bahadur also echoed the complaint made by the Honourable the mover of the Resolution that the AgE'nt, East Indian Railway, had refusE'd to allo\\ the workers of the East Indian and Eastern Bengal Railways combined press to all_ow their representatives to represent their case before the Committee of enqmry.

In replying to the debate the Honourable Mr. D. G. l\Iitchell generally pointed out to the House that no case had bE'E'n made out, by the Honourable the mover of the Resolution and the other Honourable members who spoke in favour of the RE'solution, for the appointment of a Committee in the manner proposed in the Resolution. As regards the grievance made by the Honourable the mover of the Resolution 11nd 11nother Honourable memhE'r concerning the refusal by the Agent, East Indian Railway, to allow the workers' representative before the Committee of enquiry, the Hon<?urable :Mr. Mitchell pointed out that the policy of t~e Governmc1_1t of India was that Unions of GovernmE'nt sen-ants must consist of a defimte class of Gov­ernment servants,- and of Government servants only and that Government cannot recocrnise or have any dealings with a Union which consisted partly of Governm~nt servants and partly of outsiders. He added that the Com­mittee appointed to enquire into the grieva~ces of the workers o~ the Ea~t Indian and Eastern Bengal Railways co!l1bmed p~css had submitted thc~r report and that this report was at that time rece1vmg the very sympathetic consideration of the Railwav Board and gave a general assuranee that any grievances properly represented through the ordinary channels would receiYe the most sympathetic consideration.

4 REPORT BY THE RAILWAY BOARD OX INDIAN RAILWAYS FOR 1934-35. [CHAP. I.

The resolution· was withdrawn. Resolution No . .4.-A Resolution was moved in the Council of State by

the Honourable Mr. Mohammad Yamin Khan on the 7th March 1935, recom­mending an extension of the period for which an import duty on wheat had been imposed and urging a reduction in the railway freight rates on wheat fr·om the United Provinces and the Punjab to the ports of Karachi, Bombay ~nd Calcutta. On the question of freight rates, the Chief Commissioner of Rai~ways exrlained during the course of the debate that the Government realised the Importance of cheap rates on wheat and other food products, both from the_point of view of the agriculturist and of consumers generally. He ll;IS? explamed that Government had consistently deprecated the practice of ~tvmg veiled protection to an industry by the manipulation of railway freJght rates. This part of the resolution was negatived.

6. Railway Budget.-The railway budget for 1935-36 was presented to both Houses of the Legislature on the 18th February 1935, after having been discussed in detail with the Standing Finance Committee for Railways at their meetings held on the 2nd and 13th February 1935. The budget was discussed generally in the Legislative Assembly on the 20th February 1935, .and in the Council of State on the following day. The votin<Y on the demands for grants in the Legislative Assembly took place on the 22nd, 23rd, 25th and :26th February 1935.

During the general discussion of the budget in the Assembly a number of points of varying importance were raised. Criticism was mainly directed to coal contracts for railways, competition between railways and shipping companies, reduction of rates and improvement of amenities for the travelling public and to securing further economies in working expenses.

Of the motions for reduction made during the d~bates on demands for grants, six were carried and one was negatived. The motions carried related to the railway administration in India, grievances of third class passen~ers, rational and economic administration of railways, Indianisation of railway services, labour grievances and excessive rates and insufficient facilities for transport of agricultural produce and live stock. The motion negatived was in respect of the manipulation of railway freight rates without due regard to all the relevant interest of the country.

7. Standing Finance Committee for Railways.-The committee met eight times during the year. They scrutinised the proposals for expenditure to be incurred during 1935-36 both on capital and revenue accounts and also examined the demands for grants for 1935-36 prior to their being placed before the Legislative Assembly. The committee also considered, and approved of, the proposals for the purchase of the Amritsar-Patti-Kasur Railway and the construction of the Jhudo-Pithoro Railway. They also examined proposals for the creation of certain superior posts on railways .and approved of the Central Standardisation Office being made permanent. Among the other more important schemes approved by the Committee. may be mentioned the re-modelling of the East Indian Railway Workshops at Jamalpur, the construction of quarters for staff at Jamalpur and other stations on the East Indian Railway affected by the earthquake of 1934, the construction of a bridge over the Megna river on the Assam Bengal Railway and the electrification of the section 6f the Bombay, Baroda and Central India Railway from Borivli to Virar. The Committee also examined -with considerable interest and approved of the scheme of works carried out and proposed to be carried out in connection with the repairs to the damages to the Hardinge bridge on the Eastern Bengal Railway.

8. Meetings with Agents of Railways and Local Governments.­The Railway Board held two meetings with the Agents of principal railways, one in Simla on the 4th and 5th October 1934 and the second in New Delhi on the 22nd Ma:ch 1935. The following subjects among others were discussed at the two meetmgs :-

(i) co-ordination between internal air services and railways; (ii) elimination of undesirable competition between railways;

CHAP. l.J GE:XER.ll. RE\"IEW.

(iii) rent to be charged to caterin"' contractors for refreshment room accommodation;

0

(iv) proposed design of the new third class carriages; (v) development of pilgrim traffic; and

(vi) communal representation on raihvays.

. puring the year under re~-iew ~veral vis~ts_were paid by the Chief Com­mu~swner of Railways, the Fmancml CommissiOner and the :Member of the Railway Board to the headquarters of various railway administrations and local Governments. Copies of their tour programmes are sent in ad\-ance to P!ess, local Governments and important mercantile Associations in order to give them an opportunity to place their views on railway problems before the Board.

9. C~ntral Advisory C.lllncil for Railways.-During the year 193-1-35, one !fieetmg of the Central Advisory Council for Railways was convened ~t ~mlla on the lOth August 193!. As usual members of the Council were InVIted to submit subjects for discussion and the following formed the agenda:-

(i) (ii)

(iii) (iv) (v)

representation of minorities in the railway services; electrical fans in the lower class carriages; proposed revision of general classification of goods; the question of the lower gazetted services; and provision for the reservation of third and intermediate class com­

partments on payment of a smaller number of fares than the carrying capacity as is done in the higher class compartments.

(i) The gist of the discussion was that practically all the Hindu members present were against bringing in communal representation in commercial departments like railways, and suggested that efficiency and educational quali­fications should be sole test of recruitment. The Muslim members favoured communal representatim1 and even urged that it should be taken into account when making promotions. The Chairman explained that it would not be fair as a whqle to prescribe 25 per cent. representation of Muslims every­where, the reason being that the Muslim population varied in different parts of the country. He also promised that the views· of the members of the Council would be placed on record.

(ii) The proposal was not considered feasible by the majority of the members present on financial grounds. The Chairman, however, stated that the suggestion of providing fans in intermediate carriages would be examined.

(iii) The Chief Commissioner of Railways explained the development of the present classification of goods, and said that in making any change it was essential first to obtain statistics to see that it would not result in a large loss to railway revenues. The majority of members were in favour of reducing rates, especially for agricultural produce, in order to encourage export. The Chairman pointed out that the present claHssification was in some ways out of date and unscientific and it was desirable to effect greater rationalization of charges for commodities.

(iv) Lieutenant-Colonel Sir Henry Gidney delivered a speech on this subject and was asked by the Chairman to submit a memorandum in due course.

(v) It was pointed out that on the East Indian and Eastern Bengal Railwavs intermediate and third class compartments could be reserved at con­cessional rates but such facilities are not allowed on other railways. It was also suo-o-ested that facilities for reservations should be allowed from inter­mediat~"'stations. The Chairman promised that these suggestions would be placed before the Indian Railway Conference Association.

10. Local Railway Advisory Committees.-These committees which -continue to function on all Class I Railways (except the Jodhpur Railway) .and on the Barsi Light Railway, afford to :Bail way administrations a valuable medium for contact with their clientele. Pamphlets summarising the

6 REPOHT Ill' THE RAILWAY BOARD OX INDIAN RAILWAYS FOR 19~-3.3. [CH.\P. I.

'

decisions arrived at on the various subjects discussed by these committees-are published quarterly. A perusal of these pamphlets for the year under review shows that 105 meetings of the various committees were held and the wide variety of matters di~cussed can be appreciated from the following list of some of the more important items that came up for discussion:-

Increase in accommodation for long distance third class passengers. Improvements in third class stock. Provision of alam1 signals in ladies'. intermediate class compartments. Consideration of present system of catering at stations and on trains .. Construction of new lines. Construction of overbridges and raised platforms. Suggestions for improvement of booking facilities. Elimination of one of the four classes of accommodation for passengers .. Special arrangements for festivals. Porterage rates. Representation of agriculturists and passenger associations on Loca[

Advisory Committees. Speeding up of trains. Supply of drinking water to passengers. Supply of wagons. Re-introduction of coupon books and extension of concession tickets. Provision of waiting rooms at stations.

11. Railway Rates Advisory Committee.-The Railway Rates Advisory Committee continued to function with Sir Zahid Suhrawardv as its President. ··

During the year under review two cases were re~erred to the Committee· for investigation :-

One had reference to a complaint from the Engineering and Buildiug Products Company, Lahore, regarding the classification of Upson Board and Upson Insulating Board.

The other was a complaint from the Bengal Nagpur Cotton Mills Company, Calcutta, against the North Western, Great Indian Peninsula and Bengal Nagpur Railways regarding the rates charged for cotton from certain stations in the Punjab to Raj­Nandgaon.

The first case was under enquiry at the close of the year. As regards the­second. the Committee were of the opinion that the rates were not unreasonable. ·

Of the seven cases which it was stated in the report for 1933-34 were under enquiry, the Committee reported on th_e following five:-

(i) Complaint from Messrs. Radhakishen JYiangatrai and Jeetmal Kanaudia regarding the rates for salt from Sambhar to stations on the Bengal and North-Western Railway.

The Government of India accepted the majority view that the. rates were not unreasonable.

(ii) Complaint from Messrs. Meghji Hirji and Company, Nagpur, alleging preferential rates being given by the Bengal Nagpur Railway for firewood from certain stations.

The Government of India accepted the view of the Committee that the rates from stations on the Tumsar Road-Tirodi branch in relation to the rates from Talodhi Road station to Itwari and Nagpur, gave undue preference. Action was taken bv the Bengal Nagpur Railway Administration to remove the ltndue. preference complained o!.

SOUTH INDIAN RAILWAY.

Dry Dock at Mandapam.

(; lHP. !. ) GE..XEI!.\L HEnEW. 7

(iii) Complaint from \Yest's Patent Press Company. Limited. _\]igarh, alleging that the rates quoted by the East Indian Railway for unpressed cotton (kuppas) from Aligarh to Delhi. a~ .,·om pared with the rates for cotton full-pre;;;;ed. eon~timted undue preference. As the East Indian Railwa.\· _\dmini~tration agreed to withdraw the rates referred to. the complaint was withdrawn.

(iv) Complaint from ?.Ir. Dalchand Bahadur Singh, Cakutta. regard­ing the rates for coal from Korea l'o;llfields to ;;tation~ <'ll the Bengal Nagpur, Great Indian Peninsula and Bomhay. Baroda and Central India Railways, as compared with tlw rates from collieries on the Great Indian Peninsula Railway.

(v) Complaint from Ballarpur collieries against the Bengal :\'agpur, Great Indian Peninsula and Bombav. Baroda and Central India. Railways, alleging that the rates ·for coal from the ('hirmiri collieries (Korea) as compared with the rates from the collieries on the Great Indian Peninsula Railway were unreasonable.

Cases (iv) and (v) were taken up by the Committee together. The Committee were of the opinion that the rates from the col­lieries in question were not unreagonable in themselves.

As regards the remaining two cases out of the seven referred to, one was still under investigation by the Committee at the close of the ~·ear, while the other was withdrawn by the applicant, a compromise with the railway .administration having been arrived at.

Six other representations for a reference to be made to the Railway Rates .Advisory Committee were also received. These referred to:-

(i) Rates for cotton seeds on the Great Indian Peninsula and Bombay, Baroda and Central India Railways.

(ii) Surcharge on coal freights. (iii) Charges for reweighment of wagons at destination. (iv) Loading and unloading charges. (v) Supply of wagons.

(vi) Wharfage charges at Akola.

These were not referred to the Committee for investigation as:-

·(i) to (iii) A prima facie case for a reference to the Committee was not estab­lished.

(iv) The matter was one for reference by the applicant direct to the railway administration.

(v) It was not a matter referable to the Committee under the terms of the Railway Department (Railway Board) Resolution No. 606-T., dated 25th September 1930, constituting the Com­mittee.

(vi) The matter was settled bv the administration and the complaint subsequently withdrawn·.

12. Mr. Pope's investigati~ns.-It _wa_s mentioned in the last ?'ear's report that the work of job analysis was stillm han_d on_ most of the rmlways and that the recommendations made by Mr. Pope m h1s second report were under the consideration of the Railway Board. The more important of the recommendations contained in the second report were on the following

.subjects :-(i) Intensive use of locomotives.

(ii) Intensive use of coaching stock. (iii) Intensive use of machinery and plant. (iv) Uneconomical wagons. (v) Combining resources between railways.

8 REPORT BY THE RAILWAY BOARD OX INDIAN RAILWAYS FOR 1934--3-5. [CHAP. L

(vi) Handling and transport of small traffic and of traffic to be tran­shipped at break-of-gauge stations.

(vii) Ticketless travel. (viii) :Methods of increasing earnings.

The Railway Board and Railway administrations have already taken: action in regard to some of the recommendations while others are under further detailed investigation. Job analysis was continued on most of the railways during the year under review and the following table shows the economies effected side by side with the cost of the organisations for the two years 1933-34 and 1934-35.

Railways.

East Indian . . Great Indian Peninsula . North Western . . Eastem Bengal . :Bombay. 'Baroda and Central India

draa and Southern Mahmtta M.a

s outh Indian . ]!Ql'llllJ, .

sam Bengal .

.

.

1033-34.

Cost of job analysis or. ganiaation.

Rs.

. 77,691

. 66,680

. 32,000

. 63,000

. 58,789

. 8,750

19,550

. 7,500

12,825

1934-35.

Cost of job ' Savings effected. analysis or- Savings effected.

ganisation.

Rs. Rs. Rs.

7,01,128 92,884 18,14,544

4,15,000 64,000 2,04,246

12,66,749 46,006 12,37,37&

2,14,864 65,995 1,29,508·

3,52,862 35,300 11,41,596

45,220 17.632 1,14,000

27,400 2,180 25,000 -25,871 . 29,615 73.352

1,31,755 8,208 12.659

The subject of the organisation required to conduct job analysis was discussed with the Agents of principal railways in October 1934 and the majority held that a special organisation was no longer necessary, and that it would be preferable to make a yearly allotment to railways to utilise as they might think fit for carrying out special investigations. This, accord­ingly is being done on certain railways.

Caw. H.] FIX""~CL\.L RES[LTS. 9

CHAPTER II. FINANCIAL RESULTS.

I.-Trade Reriew.

• r 13. _Export.<.-During the ye':~ 1934-35 the total mlue_ot' exports indud­~nb re-expo_rts amounted. to Rs. 1JJ crores as compared wtth. Rs. 150 crores m the prev1?us year, an mcrease of Rs. 5 crores or 3 per cent. The inC'rea:<e was due mamly to heavy shipments of raw cotton which rose from 2.729.000 bales valued at Rs. 26·50 crores in 1933-84 to 3,446.000 bales n1lued at Rs. 34·50 crores in 1984-35. Despatches of Indian cotton piet.·e-!!nods advanced fr?m 56·5 to 57"! million yards in quantity and from Rs. l·G6 to 1"!7. cro~es m v3;Iue. Shipments of jut~ bags improved from 402 to 423 m!lhon.s m quantity and from Rs. 9·72 to 10·25 crores in value. De.<pakhcs of tea mcreased. from 318 to 325 million lbs. in quantity and from Rs. t9·R4 to 20·13 crorcs Ill value. Exports of raw rubber rose from 16 to 24 million !bs. in quantity and from Rs. 31 to 65 lakhs in value. Shipments of whrat m•:reased fr:Jin 2,100 tons to 11,000 tons in quantity and fmm Rs. 3·25 to 10'50 lakhs m value. Exports of barle~· I'OSE' from 142 tons valued at Rs. 0·11 laldts to 14.000 tons valued at Rs. 9·25 lakhs. linder the metals group, 1,146.000 tons of metals and ores valued at Rs. 5·9l crores were exported in the year under review as against 976,000 tons valued at Rs. 5·49 crores in 1933-34. There were increases under teakwood (Rs. 32 lakhs), fodder, bran and pollards (Rs. 30·66 lakhs), wool carpets and rug::; (Rs. 17 1akhs), raw hemp and coir (Rs. 3 lakhs each) and animals (R.~. 2·33 lakhs). Exports of lac, chirfty shellac. deC'lined in quantity from 731.000 to 586.000 cwts., but owing to increased prices the value rose from Rs. 2·46 to 3·:10 (;!'ores. Exports of food grains declined in quantit,\' from 1.R70,000 to 1,765.000 tons but the value showed a slight improvement from Rs. 11·75 to 11·84 crores.

Cotton mannfactures (including twist and yarn), recorded a deeline from Rs. 2·7:3 in 19:~:~-34 to Hs. 2·6.5 erores in I9:H-35. Bhipments of (•otton twist an1l y:un fell from 16·4 to 1:2·8 million lhs. in qunntit.\' and from Rs. 81·75' to 62·75 lakhs in value. Export of raw iute slightly inereased from 4,190,000 to 4,214,000 bales ;n quantity but owing to redueed prices the value thereof

· fell from Us. 10·93 to Rs. 10·87 crores. Shipments of jute cloth increased in quantity from 1,053 to 1,063 million yards but the value fell from Rs. 11·38 to Rs. 10·99 erores. Shipments of oil seeds fell from 1.12-J..OOO to b75,000 tons and from Us. 13·66 to H1·54 rrorPs. Almost all de~c1·iptions of non­essential seeds showed decreases, linseed from 379,000 to 238,000 tons, ground­nuts from 547.000 to 511.00!) tons. rapeseed from 7:3.000 to 37.000 tons and castor seed from 82,000 to 69,000 tons. Shipments of rice deelined in quantity from 1,74-1.000 to 1.607,000 tons and from Rs. 10·57 to 10·37 cror~s in value. Shipments of hioes nnd skins fell from fi1,4fl0 to 57,60() tons m quantity and from Rs. 9·90 to Rs: 8·35 erores in value. Exports .of coffee declined by 45,000 cwts. in quantity ami by neal'ly Rs. _30 lakhs m valnr. Decreases were noticed ander raw wool (Rs. 71 lakhs), opmm (Rs. 66 J:J!,hs), paraffin wax (Rs. 37 lakhs) and coal (Rs. 8 lakhs).

· 14. lmports.-The total ntlue of imports of foreign merchandise i1_1to British India during 1934-35 am0unted toRs. 132 rrores as compared with Rs. 115 crores in the previous year. an increase of Rs. 17 crorrs or 15 per rent. Puder imports. there was a reYival of demand for textile mannf:H'­tures, the value of which rose from Rs. 26·4 in 1933-34 to Rs. 33·5 cro.res in 1934-35 or an im·rease of 27 per cent. over the figures of the precedmg year. Compared with 1932-33. there was a decrease of II per cent. Imports :Of cotton piece-goods amounted to 9-H million yards valuNI at Rs. 16·93 crores

0

10 Hlci'UHT JJY THE I(A!L\YAY BOARD 0~ INDIA~ HAlLWAYS .FOH IG:J4-3ii. [CmP. !L

as against 796 million yards valued at Rs. 13-49 crores in 1933-34. The total receipt of cotton twist and yarn rose by 2 million lbs. to 34 million lbs. with a corresponding increase in value by Rs. 52 lakbs toRs. 3·10 crores. Tl1ere were concurrent increases under some of the other important items included in the textile group-notably a rise of Rs. 1·32 crores under wool and woollens, of Rs. 85 lakhs under artificial silk (mainly yarn and piece­goods made entirely of artificial silk) and of Rs. 13 lakhs under haberdashery and millinery. Imports of raw cotton advanced from 43,000 to 61,000 tons in 1934-35 with a corresponding rise in value from Rs. 3·56 to 5-28 crores. Increases were also noticeable under tl1e metals group, the value having risen by Rs. 1·88 crores. Imports of iron and steel rose from 329,000 to 370,000 .tons and in value from Rs. 5·53 to Rs 6-38 crores and those of metals other than iron and steel and manufactures thereof from 62,000 to 86,000 tons in quantity and from Rs. ::!·95 to 4·99 crores in value. There was an improvement in the imports of motor vehicles, the arrivals being valued at Rs. 4·66 crores in 1934-35 as compared with 3·19 crores in 1933-34 and Rs. 2·43 crores in 1932-33. The number of motor cars imported increased from 6.201 in 1932-33 to 9,759 in 1933-34 and to 14,434 in 1934-35 and thnt of motor omnibuses from 2,676 in 1932-33 to 5,496 in 1933-34 and 9,974 in 1934-35. There was an improvement in the imports of rubber manu­factures, the value having risen from Rs. 1·88 crores·in 1933-34 toRs. 2·06 crores in 1934-35. Consigmnents of rice, not in the husk, advanced consider­ably from 84,000 to 283,000 tons valued at Rs. 49 lakhs and Rs. 1·88 crores respectively. Imports of mineral oils increased from 186 to 199 million gallons and the value thereof rose from Rs. 5·83 to Rs. 6·07 crores. Kerosene oil advanced from 58 to 69 million gallons and fuel oils from 104 to 109 million gallons. The value of provisions imported rose from Rs. 2·72 to Rs. 2·89 crores and that of paper and paste board from Rs. 2·63 to Rs. 2·73 crores. There were noticeable inereases in the value of imports of electri­cal instruments (Rs. 50 lakhs), coal tar dyes (Rs. 63 lakhs), chemicals (Rs. 22 lakhs), dried fruits (Rs. 26 lakhs) and hardware (Rs. 17 lakhs).

Imports of foreign sugar showed a heavy decline from 264-,000 tons valued at Rs. 2·71 crores in .193::!-34 to 223,000 tons valued at Rs. 2·11 crores in 1934-35. The value of machinery and millwork imported contracted from Rs. 12·77 to 12·64 crores mainly due to a falling off in the imports of sugar machinery. There were noticeable decreases in the value of the imports of silk piece-goods (Rs. 57 lakhs), precious stones and pearls, unset (Rs. 25 lakhs), cotton hosiery (Rs. 19 lakhs), soap (Rs. 15 lakhs), raw silks (Rs. 14 lakhs). boots nnd shoes (Rs. 13lakhs) and wheat (Rs. 7 lakhs).

15. Balance of trade.-The visible balance of trade in merchandise aud treasure for the year 1934-35 was in favour of India to the extent of Rs. 78 crores as compared with Rs. 92 crores in 1933-34.

H.-Financial Results of State Railways.

16. Financial results o:f working.-Stated briefly the position in 1934-35 was as follows:-

For the greater part of the year, Railways continued the improve­ment begnn the previous year. In the last two months however, this progress was arrested; and, what is worse, the setback has continued in the first few months of the current financial year. In other words the monthly traffic earnings from Fe~ruary or March 1935 have been lower than the earnings of the correspondmg months of 1934.

Gross traffic receipts of State-owned Railways for 1934-35 amounted to 90·20 crores, or 3t crotes better than in the previous year.

Working expenses were 50t crores excluding depreciation, or 77 lakhs more than in 1933-34. Including depreciation, they amounted to 64 crores. or about a crore more than in the previous year. Net traffic receiots were 26·21 crores against 23·57 crores in 1933-34, an improvement of 2i cro~es .

. Miscellaneous transaction resulted in a net addition of t crore to receipts. and the total net revenue amounted to 26~ crores as against interest

RECEIPTS AND EXPHmlTURE OF

STATE OWNED RAILWAYS IN INDIA INCLUO!NG WOR:~EO U~~ES 1934-35.

NOTE:· OTHER EXPENSES IN THE EXPENDITURE COLUMN ALSO INCLUDE PAYMENTS TO WORKED LINES RS. 2·77, SURPLUS PRO­FITS PAID TO COMPANIES RS. 0•61 & LAND, SUBSIDY &MISCElLANEOUS RS.0·57.

FIGURES IN CRORES.

PER CENT.

RECEIPTS. (RS.97·34)

~ N

"' N (l)

R w ~ 0 10 .,; a::

"' c 0 0 (.!)

PERCENT_

EXPENDITURE. (RS.IOZ· 40)

105·20

95

90

CH.\P. ll.] l'l5.l5l'L\L I:L::.l LT:,.. 11

charges of 31~ crores. The deficit of 5 crores was 3 crores less than in 1933-34.

The appropriation to the depreciation fund was 13i crores, and the withdrawals therefrom for renewals and replacements Sli crores. The net accretion to the fund during the year was thus just over 5 nores and just enough to meet the year's deficit of net earnings as compared with interest. The actual balance at credit of the fund remained at 9! crores; while the nominal balance amounted to 37 crores. -

The total capital expenditure during the war was considerablY redueed by large reductions of stores balances. amounting to nearlv a ci'Ort', and by writing down capital on account of retired assets. The 'net addition to capital was only -! crore.

Stores balances amounted at the end of the year to just m·er 9} croJ't'S which constitutes a fresh low record.

At the end of 1934-35, the liabili_ties of railways to be met in subsequent years amounted to 48i crores, of wh1ch 27! crores represent loans frolll the depreciation fund and 20i crores represent contributions due to geneml revenues from 1931-32 to 1934-35. The details are as follows:-

Loan from Depreciation Fund Unpaid contribution to general

1931-32. 4-25

{In <'!'Ott'S of Npt"l'e.)

1933-3!. 1934-35.

S·05 5·06

revenues 5·36 5·23 5·21 5·04

In the following statement the results of 1934--35 are compared m a convenient form with those of past years since the separation of the railway budget from the general budget of the Government of India :-

Financial Statistics of Indian State-ownl'd Railwa!f.v.

- 1Q2.t·25, 1'925--26. 1926-27. t92N!:tt. 1928-!0, 1V29-SO. Hl30-:H. 1031·8'2. tVst-3:!. 19SS.S4.

MU- . . 26.!)SS 2~,09() 21,661 28,086 29,111 .'W.878 Jl,l!i1 IJ,GIO Jl,ll~ Jl,llrl

Capital at eharge (tn crores} at en1l of ... ... 600 year.

7:?::! f.j,'; r;s i'Ol 7\l/1 ;o; 7UJ

-· -

Gross trame recclpta. • . l,OO,JS 98,~ 98,.42 l,OS,fS 1,03~73 1,02.10 05,10 ..... 8f,4S 86,6:1

Oparatlng expenses 31~65 52,99 52,69 ss.oe 54,2:! ~.59 54,30 .. .., 4U,OJ; 49,:.0

Depredation Fund 1D,S5 10,67 10,89 tl,S8 12,(10 12,59 18,07 13,45 11,77 13,G,O

Not Trame receipts 38,13 35,28 ..... 38,99 37,51 34,52 27,M 23,85 !l,a8 2:J,,j7

Net Mlseeii~Mous r111reJpts njter dedue- -1,07 t1ng miscellaneous charges and

-1,19 -1,27 -87 ..... , -2 -11 1 1,10 l,l!&

surplus prolit.s payable to oom-~Wiles.

Netrevenu~ . 87,06 84.09 33,37 ss.a 37,H :u,so 27,53 23,87 ..... !!4,02

Interest charges 23,00 2.1,81 25,57 27,27 29,33 30,46 82,72 38.07 ... .. :l:!.5S

Surplus . 13,16 .... 7~50 10,85 7,81 t,OI -s.H~ -G,20 -10,28 -7,g6

Pald as contribution to general revenues 6,78 5,49 G,Ol 6,28 .... 6,12 5,71 .. .. .. Tr&D!femd to railway resen-e . 6,38 S,79 1,49 4,~7 2,58 -2,QS -10,1)3 -4,9.5 .. .. Bntlo or working c-xp~:nst'="' tucluding 51·6~0 53·6~~ 53·;% c.t·a~~ 52•3":.0 5.J"l"!~ ;&;·:.::~ .. .5G·G~O ::.o·;~ ... !i!i·~S~~

DepreciaUon t'und} to l<Nl!S Tratllc .Re<:elpta.

6:!'3'!;. 63-S':'~ oo·..;~;. 70·9~· -...... , 73"0'!~ 11"4% Ratio of working t>Xpt'nsi!'.S (.Including Gt·t~<;>..:, 64.·3~..:, f»•S% ,_., 10

Depredation }"und) to Grms name .Receipt&.

of "'' TrntHc Jteeclpta to fdl'!;. 5•3';0 5•0% 5"4~0 6-0'!0 .l".f% 3·5'!0 3•0% 2"1:1'!.; 3'1% nn.uo capita) at chlll",;e.

li3W6.

-

31.113S ,..

90.20

110,27

13.71

26,21

.3

28,74

31.80

-o.oo .. ..

64'7':0

68'9".'~

a· a-;;,

ex ensct~ u I NoTE 1.-{'red.its for mat-enals released from works not charge-d to re~cnue wero taken m ~uctton o[ op~tmg P P t_o 9.11 3_t. Since then they have be<:on added to I"C(!cipta and are included !n t~_? abo~e table under net nusccllaneous rocetpbs. Tho amounts mvolvcd 1n both the yes.rs 1932·33 and lU33.34 are 119 lakbs and 90 lakb..s m l93J.-3~. . . .

NO'I'W 2.-For purposes of proper" comptu'i~n with past years the rahos m the last ~hrec ltnes of the statement ~1th reHpoot to 1932-33. J933-34 aud 1{134-35 ha.Ye bct.-n l\"Orked out as if the aho\·e sums of 119 lakbs and 00 lakb:s were dl'dueted from operatmg 0Xpcrute8.

1:? BEPORT BY THE BAILWAY BOARD 0)1 11\DIA:'\ RAIL\\"AYS FOR 1934-35. (Cil.U'. II.

The net traffic receipts of arout 27 crores in 1934-35 amounted to 3·3 per cent. of the capital at charge. This result, though considerably worse than in the earlier years of the period, was better than in the three years immediately preceding.

(Figures in cron~s.)

Net profit Percentage or loss after

- Net receipts. of capital r-aying at eharg~. interest

charges.

Rs. Rs.

Average of 5 years, 1924-25 to 1928-29 . . . . . 36·91 5·4 9·72

1929·30 . . . . . . . 34·52 4·5 4·04

1930-31 . . . . . 27·64 3·5 -5·19

1931-32 . . . . . . . . . 23·86 3•0 -9·20

1932-33 . . . . . - . . . . . . 22·77 2•9 -10•23

1933-34 . . . . . . . . . . 24•76 3•! -7·96

1934-36 . . . . . . . 27"11 3"3 -6il6

The operating ratio on all State-owned Railways (i.e., the ratio of working expenses to gross earnings) amounted to 55 per cent. excluding depreciation and to 70 per cent. including depreciation. The ratio in 1934-35 is lower than in the past four y~ars. In the table below the ratios of earlier years are given for purposes of comparison:-

-Percentage, excluding

depreciation.

Percentage .. including

depreciation.

Average of 5 years, 1924-25 to 1928-29 . . . . . . . 52! 63!

1929-30 . . . . . . . . . 54 66

1930-31 . . . . . . . . 59 73

1931-32 . . . . . . . . . 57 73

1932-33 . . . . . . 57 73

1933-34 . . . . . . . . . 56 71

1934-35 . . . . . . . . 55 70

For purposes of comparison we give below certain figures which are available for certain foreign railways.

The gross receipts of the 4 amalgamated British railways in 1934 amounted to £172 million, an increase of £7 million (4 per cent.) over the previous year, but £35! million (17 per cent.) less than in 1929. Their working expenses amounted to £143 million, or £4 million n10re than in the previous year and £25 million (15 per cent.) less than in 1929. The operating ratio was 83 per cent. as against 84 per cent. in the previous year and 81 per cent. in 1929.

The Canadian Pacific Railway earned 125 million dolla1·s in 1934, 11 million dollars (10 per cent.) more than in the previous year, and 85 million dollars (40 per cent.) less than in 1929. Their working expenses were 101 million dollars-6 million dollars (6 per cent.) more tl1an in 1933 and 66 million dollars (40 per cent.) less than in 1929. The operating ratio, which

C1Lu>. lL] FD>~CllL RE~tLT:S. 13

\\as 79?; per cent. in 1929 and 83 per cent. in 1933, Btood at SO~ per t'ent. in 1934.

The Canadian Kational RailwaYs realisnl Hl5 million dollars in 193-l, 16 million dollars (11 per cent.) more "than in 1933 and 103 million dollars FIB per cent.) less than in 1929. Their working expe11ses rose to 152 million dollars, which was higher by 9 millio11 dollars tti·39 per eent.) than in 193:! but 69 million dollars (31 per eent.) below that of 1\J29. The operating ratio of 92 per cent. is less by 4 per cent. than in the previous year but 9! per cent. higher than in 1929.

The receipts of the principal rail.,ays of the United States were 3,:250 million dollars in 1934, which was 5 per cent. more than in 1933, but as·5 less than in 1930. The working expenses, which were 2,-HO million dollars, were 8·5 per cent. more than in the previous year but 37·9 per cent. less than in 1930. The operating ratio in 1934 was 75 per cent. again~t 72·7 per cent. in 1933 and 74·4 per cent. in 1930.

The gross receipts of the German State Railways for l!l3-l were Reich­marks 3,326 million, which showed an increase of Reichmarks 406 million (14 per cent.) over the previous year and of Reichmarks 392 millions (13 per cent.) as compared with 1932. Their working expenses came to Reich­marks 3,302 million, or Reichmarks 246 million (8 per cent.) more than in the previous year and Reichmarks 301 million (10 per cent) than in 1932. The operating ratio was 99·28 per cent. against 104·66 per cent. in 1933 and 102·27 in 1932.

17. Gross Receipts.-The following table wmpares the receipts in detail with the previous years. For purposes of comparison. credits for materials released from works not charged to revenue, which are included in gross receipts from 1932-33 onwards have been excluded:-

-

ssenger earnings . Pa

0 tber coaching earnings

Goods earnings

s s

nndry earning-s

USpt"USC .

-Lus-

Refunds .

.

.

.

.

.

.

.

.

.

. Earnings of worked lines

1930·31.

. 31-68

. 5·40

60·69

. 1·97

. ·46

TOTAL . 1,00·20

. . . ·11

. 4·99

NEr 95-10

(Crores of rupees.)

HY.H·32. 1932-33. 1933-3~. 1934-35.

. 28·00 28·9~ 1!7•65 27•92

5·27 5·03 4·92 4•92

fi5·41 53•76 58·20 61"05

1-82 !•63 l-Ii9 1"62

·35 •04 -·49 •09

91-81 •sD-40 91·87 95·80

•11 •11 •ll •12

5·01 4•86 5·13 5"28

86·63 M·ta 86·63 90•20

It will be observed that there is still a downward tr~md in passenger earnings, whereas goods earnings have recovered considerably f;om the dep~h that they reached in 1932-33: they are about 14 per cent. h1gher than lll

1932-33 and 5 per cent. higher than in 1933-34.

The earnings in 1934-35 are Rs. 28,500 per open mile. It is interestina to analyse the figures of earnings from goods traffi? and

compare them with 0the figures in previous years. Figures are not. available

separately for State-owned railways, but the figures that are avatlable for

HEI'UH'f llY l'H£ HAlLWAY llUAlll> O:S I.XDL\~ UAILI\'AYS FUU 1934-35. [ClW>. II.

Class I Railways in general m respect of the more important commodities are given below :-

-

Cotton, ra.w and manufactured

Fuel for public and foreign railways

~fetallia ores . . . B ice . . . . Wheat . . . Gram, pulse and other grains

Iron and steel

. K

J

erosene

ute

~ ugar

Oil seeds

.

. . . . . . . . .

Gur, jagroo s.nd molasses

.

.

.

.

.

.

.

.

. . .

.

.

.

. .

. .

. .

. .

. .

. . . .

. .

. .

. .

(Figures in lakhs.)

1930-31. 1931-32. 1932-33. ! 1933-34. lll34-35.

Bs. Bs. Rs. Rs. Rs.

6,31 4,76 5,19 5,96 5,87

9,56 8,33 8,90 9,CW 10.34 v 93 58 f5 64 95

3,67 3,71 3,45 3,89 4,lll

2,69 2~16 1,84 1,85 2,10

3,-12 3,58 3,09 2,91 3,36

2,07 1,81 2,09 2,21 2,34

1,50 1,62 1,38 1,46 1,52

1,36 99 1~12 1,29 1,24

2,03 1,51 1,30 1,67 1,57

4,01 3,52 2,88 3,U4 2,99

98 1,27 1,39 1,2! 1,21

The figures indicate a recovery in almost all cases, practically the only exceptions being cotton, jute, sugar and oil seeds. The increases under wheat and gram, pulse and other grains amount to about 15 per cent. and under metallic ores to 48 per <;ent.

The statement below compares the receipts of individual railways m 1934-35 with previous years:-

(Figures in lakba.)

Railways. 1930-31. 1931-32 • 1932-33. 1933-34. 1934-35. . .

Rs. Rs. Rs. Ra. Rs.

:\ssa.m Bengal • !,96 1,84 1,56 1,60 I 1,80 . . . . . I ll engo.) Nagpur . . . 8,17 7,24 6,91 7,30 7~94

Bombay, Baroda and Centra) India 1(},96 10,30 W,l1 10,61 ll,07

Burma . . . 4,28 3,74 3,33 3,57 3,72 . Ee.stern Bong&! . . 5~86 5J05 4,91 5,07 5,43 •

East Indian . . . 18,24 17,36 17,27 17,63 lS~'il

Great Indian Peninsula. . . . . 13,33 11,92 11.94 12,21 12,17

M&dra.s and Southern ?tfa.hra.tta. • . 7~98 7,15 6,66 6,84 6,72

North Western {Commeroisl) . H,98 13,31 12,74 13,23 13,87

North W""teru (Strategic) • . 1,48 1~~1 1,23 1~23 1,23

South Indian . . . 5.80 5,30 5,5! 5,14 5,25

Othnr Rn.ilwuya . . 2,12 2.08 I 2,20 2,ll 51,29

All the Railways except the Madras and Southern Mahratta and Great Indian Peninsula showed a considerable increase in receipts in 1934-35 as compared with tl~e pre~ious year. !'he Bengal Nagpur and Bombay, Baroda and Central ~ndm Ra_rlways each mcrease~ their earnings by about half a ~rore and the ~ncreas~ m North ·western Railway amounted to nearly! crore. fhe East Ind1an Railway was about a crore better than in the previous year.

CH..U'. n.: Fl:S.L'\CU.L !;£SlLI5. 15

18. l!"orking upenses.-In making a eompari:'On of working expen~t>s with prevwus years, allowance has to be made for ct>rtain important special factors which are detailed in paragraph li ct ~eq of tht> Report by the Rail­way Board on Indian Railways. Yolume I. for l!J3:2-33, and which it is unnecessary to reproduce here. l.Iaking allowanct> for all the~e f:wtor~ the comparable figures of traffic receipts and working exrenses from 19:29-30 are as follows :-

(Cro ... of Npe<'S-)

Traffic receipts. Ottlinary W(lrking expenses (indudin.g

eut in pa:·).

1929-30 103·3G 5')•9:?

1930-31 9-J:GG 5i">·SI

1931-32 86"6:3 49·:?:?

1932-33 84"11 4i"42

1933-34 sG·G:J 43"31

1934-35 90"20 49·37

The receipts were about 13 crores below 19:29-30 whereas <>rdinary working expenses were about 6-! crores lower. The percentage of fall in ret'eipts was 12-k per cent. and in working expenses about 11! per cent.

From another point of view, Railways have saved in ordinary working expenses 50 per cent. of the fall in receipts.

A comparison of the working expenses of each railway with the previou:; years will be found below. There is an increase in most railways, with the exception of the Great Indian Peninsula and Bombay, Baroda and Central India Railways.

(Figures in lakh&.)

Railwn.y-5. 1930-31. 1931-32. 1932-33. 1933-34. 1934-311.

Rs. a.. Rs. Rs. Ro.

Assam Bengal . - . - 1,12 1.09 1,02 1,07 1,15

Bengal Nagpur . . . . 5.36 4,83 4,77 4,82 5,06

Bombay, Baroda and Central India . . 6,14 5,47 5,39 6,26 5,45

llurma . . . . . 2,61 2,33 2.03 2,18 2.24

Eastern Bengnl . - . - . 3,74 3,29 3,17 3,33 3,39

Eastlndlan . . . . - . 9,95 9,02 s.ss s.7s 9,18

Great Indian Peninsula - . - . 8,57 7,13 7,07 6,99 6.75

Madras a,nd Southern Mahra.tta . . 3.88 3.33 3.16 3,25 3.36

North Western (Commercial) . . . 9,03 7,74 7,23 7,57 '],59

North Western (Strategic) . . . 1,76 1,38 1.42 1,39 1,43

South Indian . - - . - 2.87 2,63 2,79 2,67 2,72

Other Railways - . . . 1,02 98 94 1,00 l.<n

19. Net reeeipts.-The details of net receipts (after meeting the appro­priation to the Depreciation Fund, which represents expenditure not controll­able by the railway administration) are given below. It will be noticed that all the railways are better than last year except the ~Iadras and Southern Mahratta Railway.

n

16 l:EPoHT Ht THE HA!L\\".U: BOAHD (J); IXDIAS IL\IL\L-\YS FOI: 1H:J-l.35. [CHAP. II.

Railways.

Assam Bengal . . . Bengal Na.gpur . . Bombay, Baroda a.nd Central India

Burma. . . . . E astern Bengal . . Ea•t Indian . . .

rut Indian Peninsula . G

lila dras nnd Southern Mahratta •

North Western (Commeroial)

orth Western (Strategic) N

s outh Indian . OCher Railways . .

.

.

.

.

. .

. .

. .

. .

. .

. .

. .

. .

. .

. .

. .

. .

(Figures in lakha.)

1930.31. 1931·32. 1932-33. 1933-34. 193435.

Rs. Ra. Rs. Rs. Bs. 54 44 22 22 32

1,49 1,07 75 1,19 1,50

3,43 3,45 3,40 3,97 4,24

1,15 88 75 84 94

1,20 so 76 77 1,04

6,00 5,99 6,05 6,46 7,11

2,87 2,85 2189 3,28 3,36

3,22 2,92 2,60 2,69 2,45

3,69 3,27 3,02 3,37 3,91

-70 -50 -62 -59 -·63

2,23 1,92 1,99 1,69 1,74

86 85 1,02 00 I 1,00

20. Losses and gains.-Though the results of nearly every railway during 1934-35 show an improvement as compared with the previous year, there were only two of the bigger systems, viz., the East Indian Railway and the Bombay, Baroda and Central India Railway, that showed an appre­ciable gain to the State. For the purpose of calculating these gains an~ losses, the figures shown in the Companies' accounts have been recast to accord with the Government accounts procedure, i.e., the working expenses include the appropriation to the Depreciation Fund and not the actual expenditure on renewals and replacements, which are taken into account in the Companies' own accounts.

The net gain or loss of the various railways for the last 5 years is given below:- .

(Figura in lnkhs )

1930·31. 1931·32. 1932.:!3. 1933.34. 1934.35. State-managed Railway!.

Rs. Rs. Rs. Rs. Rs. Burma. . . . -44 -74 -75 -71 -66 Eastern Bengal . . . -so -1,23 -1,28 -1~25 -93 Rast Indian . . . . -IS -24 -13 +37 +1,14

Great Indian P~ninsuta. . . -1,72 -1.78 -1J68 -1,24 -1,04

North Western (Commercial) . . -1,16 -1,58 -1,78 -1,36 -70 North Western (Strutegio) . . . -2,18 -I,99 -2,09 -2,03 -2,03

TOTAL -6,48 -7,56 -7,71 -6,22 -4,12 Company.maniJjjed Railways.

Assam Bengal - . . . -39 -52 -74 -73 -60 Beng~l Nagpur . . . -1,99 -2,J8 -2,80 -2.27 -1,86 .Bombay, Baroda and Central India . . +43 +45 +41 +98 +1,28

Madras and Southern ~fahratta . . +I +14 -27 +I -23 South IndiM . . . +31 +l +6 -21 -10

Other Railw-ays - . . . +20 +l9 +26 +S +18

-TOTAL . -1,43 -2,21 -3,08 -2.14 -1,33

21. Caprtal. at cha:ge .-:rhe statement below shows how the capital at charge on all rmlways m wh1ch the State has a financial interest has been

BOMBAY, BARODA AND CENTRAL 1NDIA RAD..WAY.

Nerbudcla Bridge at Broach. Flotation of Span No. 10.-Filth and Lut Flotation.

CILU'. 11.] li

growing. For purposes of comparison. sterling liabilities indutled in the capital at eharge haYe _throughout been converted intt• rupees aeeort!in~ tc> t~e P!'e_sent procedure. '·"·· at the rate of exdtange in fore" at the timt: the habthtles were assumed. ~

l!J~;J-~4

1924-:!5 192~-:!6

192G-2i 192i-:!S HJ2S-29 1929-:.JO 1930-31 1931-32 19!32-33 1933-34 1934-35

(Crof"C;$ of ru~~)

Capital at t:hu.:~ a.t the end of tb.e :~r.

ti:..~J

G~:l

tlba li!ltl

778 t9l 7~~~

ltr; -;u;) 795

The capital at charge has increased in 11 years by 166 crores. It. increased rapidly in the first six prosperous years at an average rate of :;!j <'rores per annum. During the next 5 years, the average has fallen to :1; crores per annum. But in these years stores balances, which form part of our capital at charge, have been steadily falling, the balance at the end of 1934-35 being nearly 6 crores below that four years earlier. l\Io1·eover, tht;re have been considerable decreases in the capital at charge as a result of retire­ment of assets without replacement when the original cost of the asset is credited to capital by debit to the Depreciation Fund Thil' would amount at a rough guess to about 6 crore~. Finally, in 1932-33 the capital at charge was reduced by nearly a crore as representing the difference between the adu~d amount of rupees required for repa,vment of the share capital when the Burma Railways were purchased and the capital as it stood on the books of the Railway. Making full allowance for all these factors. the average incn':l'<' in capital during the 5 years ending 1934-35 ma)' be taken at about 6 eron•< per annum, which is about one-fourth of the average in the first 6 years.

Of the increase in the period of 166 crores, the expenditme on new lim•s nmount to 4S crores; and 16 crores represent the price paid by the State for acquiring private interests in lines already in existence, for exampl«', Delhi-Ambala-Kalka, Burma and Southern Punjab Hailways. The balmwe of over 100 crores represents the expenditure incurred on the improvements ol' the open line.

22. Works e,1,pPnditure.-The statement below gives the total expl'mli­tnre on works year by year from 1924-25 and shows separately expenditun• on new constructions, open line works-capital and depreciation funcl sepamtely-and amounts spent on the purchase of railways.

1 9"24 2;5 )925-26 !926-27 !927-28 I 1

928-29 929-30

193().31 I 931-32 1932-33 1933-34 1 934-35

Yoors.

.

. . . .

.

. . . .

(In lakb• of rnpoes.)

Kew Purchase of Totli1

Open line railwavs Total Depredation works construe- works. and bra~ch capital. Fund. tions. C'(~·

line shares. Wture.

. 3.20 \0,07 19 13,4-6 7,29 20.7-~ 3,93 )5,32 .. l9,2..'l 7.!.18 27,23 6,77 16,13 4,33 27,23 8/)5 3/5!,28

10.26 22.19 3 32,48 IO~ft,.'j 43,t3 . 9,28 15,7i 4,30 29,35 9,60 38,.9.) . . 6,65 !6,47 7,06 30,18 ll,76 4!,9t . 4,28 8.92 1 13,21 9,74• 22,95•

2~79 3,90 -· 6,69 8,26 14.0.) . 57 -50 .. 7 6,35 6,42

22 -2,28 -2,06 8,08 6,0:? . 18 27 -20 35 8,66 8,91

• E:ccludos a debtt of 1·66 lakhs for C•>r~tlon of pa.et erroneous adjustments.

n2

Bailwayo.

Allam llangal . Bengal Nagpur •

Bombay, Baroda and Central India.

Burma 0 . Eaetem Bengal ,

Eaet Indian (in· eluding Oudh and Rohil· khan d).

Gre&t Indi!W Penlneula.

Madrae und Southern Mah~ ratta.

North Weatern •

South Indian . Othar Railwa)'ll •

Strategic lines

TOTAL .

18 UEPORT m: THE RAILWAY BOA!!D 0")1 JNDIA")I RAILWAfS FOR 193-1-35. [CllAP. II.

:Xo new lines have been started since 1930-31 except the Jhudo-Pithoro Railway the construction _of which has been conside!ed necessary to afford f;1eilities to the agriculturists for the transport of agncultural produce. The expenditure on this construct!on in 19~4-35 was about Rs. 14 lakhs. The expenditure after 1930-31 which~ as '_"Ill be see~· from ~he abpve statement, has been falling steadily and rapidly, Js only on hnes whtch h3:d been started earlier. These are now all practiCally completed. Expenditure on open line works amounted to about 9 crores in the year 1934-35. This low figure is :partly the result of reductions in stores balances, or in other words to eatmg up of stocks, but to a large extent it is d'ue to the policy of postponing all but essential or directly and immediately remunerative works as far as possible.

23. Stores balances.-The total stores balances at the end of 1934-35 amounted to 9 crores, which constitutes a new low record. During the year a decrease of one crore was achieved. This reduction is to a certain extent due to the fall in prices and general decrease in volume of railway business.

(In tho-. The table below gives the figures of stores balances since 1921-22:-

1921-22. 1922-23. 1923-24. 1924-25. 1925-25. 1929-27. 1927-28. 1928-29. 1929-30. 1930-31 • 1931-32 . 1932-33.

Rs. Rs. n.. Rs. n.. Rs. Rs. n.. Rs. n.. Re. Ra.

24,81 31,-18 18,38 I2J30 9,49 12,59 13,01 14,91 18,04 22,05 2-D,'iO 15,57

1,40,26 1,61,88 1,48,09 1,49,44 1,27,64 1,17,17 1,07,87 1,32,69 1,36,28 1,21,17 1,06,76 1,01,74

2,76,83 2,72,43 2,33,25 1,77,39 1,62,48 1,46,28 1,67,17 1,62,35 1,60,82 1,64,54- 1,46,34 1,30,51

66,62 84,85 93,71 84,62 75,00 «-,82 59,41 61,25 55,26 52,65 50,83 43,21

2l51,03 1,76,20 1,57,85 1,21,99 1,12,27 84,07 84,39 79,53 77,21 76,33 68,70 55,47

3,92,60 4,39,19 4,10,66 3,14,19 2,81,46 2,48,17 2,98,92 3,14,89 3,03,84 2,48,39 2,27,47 2,08.64

4,66,49 3,88,35 3,97,77 2,89,49 2,38,67 2,23,13 2,53,49 2,41,88 2,62,01 2,61,73 2,18,32 1,79,58

1,50,52 l,66t09 1,50,91 1,02,86 84,31 76,75 93,91 83,29 82,60 79,29 76,03 71,80

3,94.,12 3,92,69 3,79,78 2,73,36 .2,44,34 2,86,41 3,91,59 3,69,62 3,47,89 2,59,81 2,27,15 1,84,65

1,14,40 1,38,66 99,02 77,04 1,13,30 1,06,60 1,23,76 1,14,51 1,05,72 93,76 79,72 70,46

31,08 41,01 42,63 42,59 36,87 39,33 46,65 43,75 52,69 57,14 52.42 46,81

57,76 57,6S 72,10 63,38 82,62 83,53 92,34 90,17 92,45 93,76 90,89 1,01,90

23,67,07 23,60,61 22,09,15 11,08,65 15,68,45 14,68,85 17,32,41 17,08,84 16,94,8() 15,20,62 13,65,33 12,10,34

. 24. Contnbution to General Revenues.-The contribution to General

Revenues due for the year 1934-35 amounts toRs. 504 Iakhs or 17 lakhs less than in 1933-34. The statement below shows how the amount is arrived at:-

(Based on actuals of penultimate year 1932-33.) (Figures in thousands~)

l. 1 per cent. on capital of Rs. 7,22,45,01 at charge-com­mercial lines-to end of 1932-33

2. (i) Receipts (1932-33)-Gross traffic receipts-commercial lines • . Subsidized companies-share of surplus profits • • Interest on depreciation and reser\'e fund balances

and dividends on in\'estments in branch lines and miscellaneous receipts

Rs. Rs.

84,34,87 21,48

74,08

7,22,45

1933-34.

Ra.

13,56

97,08

1,08,81

40,00

40,23

1,60,12

1,61,14

53,00

1,65,8.

56,15

42,44

93,25

10,21,62

Total Receipts 85,30,43

iioo 1--

II

I

~~

1,1

I

I

1,1

lJI I ,

J,

~

CHAP. II.) Fl~~t:llL RESt:LIS.

(ii) C~arges \1932-:3:3)-\\ ork1ng expenses---commercial lines India~ l:;tates and railway companies shar~ of s~rplu~

profits . • Land and subsidy Interest-

On capital at charge--<.·orumereial lines . On capital contributed hv Indian States and

companies . . . ~ . . :Yisc.,Uaneous railway expen<liture . Contribution at 1 per rent. on capital at chm·ge­

commercial lines

Total Charges

(iii) Deficit . . . • . . (iv) Contribution of l/5th of surplus . • •

3. Total contribution from railwav rewnues 1 plus 2 (iv) . Deduct-Loss on strategic lines-

(i) Interest on capital . . . (ii) Miscellaneous railway expenditure

(iii) Loss in working • . . . . . . (iv) lntE>re5t on the amount of lo.:'s in working" .strate-

gic lines met from Depreciation Reserve Fund balatwes of comntercial lines .

4. Net payment due from railway to general revenues in 1934-35

19

Rs. lli. 60,95,59

(.)~,:!1 5,55

3ll,ll1.39

I,33.,:.s 40.84

7,~~,45

1,00,13,61

15,43,18

7',22',45

1,4(),[t5 :!1

55,38

16,43 ~,IB,tJS

5,0:.l,i1

25. Depreciation Fz~nd.-The amount appropriat:d to the depreeiatinn fund by debit to the workmg expenses of State-owned rmlways and the amount drawn from the fund to meet the expenditure incurred on replacements and renewals actually carried out on those railways during 1933-:3-l and 19:3-t-:35 are given in the statement below:-

{Figures in thousand! )

Credits to Amount spent Credit. to Amount spent

Depreciation on Rcplnee· Depreciation on Replace·

Fund by debit monte and Fund by debit monte and Railways. to Revenue on Renewals and

to Revenuo on Renewals and account of charged to

aeoount of chal"jtCd to depreciation Depreciation

depreciation Depreciation

in 1933·34. Fund in in 1934-35. I'und in 1933-34. 1934·35.

State Lines managed by Stnte. Rs. Rs. Rs. Rs. North Western 2,71,55 1,11,32 2,77,27 2,24,37 Eastern Bengal - . 97,43 80,77 96,86 93,26 East Indian - - . . 2,38,56 2,68,85 2,40,74 1,21,65 Great Indian Peninsula - . 1,94,26 1,19,21 2,02,39 1,22,-14 Burma • . . 55,28 21>,37 53,36 35,90

State Lines managcrl by Companies. Bengal Nagpur • • • • 1,37,75 37,14 1,38,85 56,10 Bombay, Baroda and Central India . 1,3S,85 53,02 1,37,85 92,36 1\[adras and Southern Maluatta . 89,80 56,37 90,40 59,14 South Indian - - . 77,50 31,29 78,00 32,51 Other Railways . - . 55,50 24,29 56,05 31,45 Adjustments:-

-3,10 I. Net result of adjustment of ere- .. .. -3,16 dits on account of released materials and expenditure on ... non-wasting assets of company-worked Railways under Repairs and Maintenance.

TOTAL . 13,56,48 8,07,53 13,71,77 8,66,02

. 26. An analysis of the financial results of the workmg of the railways

owned by the State is given in the following statement, for the last three years, by each railway:-

(Figureo in thoWiand• of rupooo )

Dtd""l I Working Por. CnAROE AOAINST NET

amount of RBVBNUB REOE.ll'TS, (b) capital Not oontago

Capital oontri~ Government Erpons .. Payml"nt Not of Not Railways. Year. at butod by Capital •t Roceipt•. including to workod Rooelpts. Reooipts Paymont InWrest Onin. Los.~.

Doprooin.· linns, on C..pi· on &()oount Annuity ehargo. Companies obargo. tion. tal •• ofsh&re of and Sinking o.nd IndiAn ohargo. Surplus Fund Status. Profile. ohargoa.

1 2 3 4 6 6 7 8 9 10 11 12 13 14 .

8141< Li7WI man<l!]td by Btau.

·{ 1932·33 1,48,04,40 1,48,04,40 14,14,63 11,75,20 2,30,43 1-6 6,26,24 .. .. .. .. 3,86,81

orth Woetom . . . • . 1933·34 1,47,87,12 .. 1,47,87,12 14,63,88 11,85,48 .. 2,78,40 1·9 .. 6,17.'73 .. 3,39,33

1934·35 1,46,84,32 .. 1,46,84,32 15,90,81 12,33,70 28,81 3,28,30 2-2 .. 6,01,27 .. 2,7Z,97 . N

.-{ 1932-33 51,38,86 .. 51,38,86 4,98,11 4.21,81 .. 76,30 1-G .. 2,03,84 .. 1,27,54

astern Bengal . . . . . 1933-34 00,08,88 .. 50,98,88 5,09,60 4,32,92 .. 76,68 ).5 .. 2,01,77 .. 1,26,00

1934·35 51,10,05 .. 51,10,05 5,59,27 4,46,95 7,7Z 1,04,60 2-0 .. 1,97,87 .. 93,27

E

-{ 1932·33 1,45,49,13 1,12,14 1,44,36,99 17,56,01 ll,61,75 .. 6,04,26 4-1 .. 6,17,37 .. 13,11

Hndian. . • . . 1933·34 1,43,85,63 1,12,14 1,42,73,49 18,06,93 11,60,9! .. 6,45,99 4·5 .. 6,08,69 37,30 .. 1934·35 1,44,50,72 1,12,14 1,43,38,58 18,93,70 11,75,26 7,83 7,10,61 H .. 5,96,66 1,13,95 ..

·{ 1932·33 1,22,92,13 .. 1,2~.92,13 12,08,49 9,18,84 .. 2,89,65 H .. 4,58,05 .. 1,68.40

roe.t Jndla.n Peninsula. . . . 1933·34 1,21,72,88 .. 1,21.72,88 12,35,42 9,07,06 .. 3,28,36 2·7 .. 4,62,60 .. 1,24,14

1934·35 1,21,31,12 .. 1,21,31,12 12,77,85 9,16,55 25,59 3,35,71 2-8 .. 4,39,92 .. 1,04,21

G

-{ 1932·33 35,05,52 .. 35,05,52 3,49,05 2,73,92 .. 75,13 2-1 .. 1.50,68 .. 76,4()

urma. . • • . . 1933·34 35,19,96 .. 35,19,90 3,66,22 2,82,20 .. 83,93 2·4 .. 1.5-1-,53 .. 70,00

1934·35 35,02,69 .. 35,02,69 3,78,20 2,83,71 .. 94,49 H .. 1,50,22 .. 55,73

B

State Line• tmtn4(}ed by Oompaniu.

·{ 1932·33 76,99,05 10,32,47 66,66,58 7,02,99 6,28,14 74,85 1·0 3,64,66 .. .. .. 2,70,71

eng•l N •gpnr . • . 1933·34 77,13,70 10,12,20 67,01,50 7,51,31 6,32,33 .. 1,18,98 Hi .. 3,45,03 .. 2,20,05

1934·35 77,45,42 10,12,20 67,33,22 8,07,80 6,56,87 1,29 1,49,64 1·9 .. 3,35,69 .. 1,86,05

B

r ID32·33 75,77,98 5,50,8Gt 70,27,13

Bombny • Blllrot114 and Coutral lmlil\ • '1 1033·34 76,75,05 5,50,8Gt 70,24,20

l 193H5 75,95,88 5,49,00 70,46,88

·i 1932·33 55,04,15 10,68,25 44,35,90

Mlltlms 1\nd Southorn 1\11\hrntta. . 1933·34 55,06,92 10,68,25 44,38,67

l 1934·35 55,20,23 10,68,Z5 44,51,98

·i 1932·33 44,84,60 6,35,8111 38,48,88

South ludiau . . • 1933·34 44,92,94 6,36,8111 38,67,13

l 1934·35 45,25,00 6,35,8111 38,89,19

. { 1932·33 4L65,81 6,36,73 35,19,08

mhor roiiWQYB . 1933·34 42,53,10 6,33,04 36,20,15

l 193H5 42,6t,IZ 5,89,46 36,74,66

·i 1932·33 .. .. ..

Sueponao . . . . . . 1933·34 .. .. .. l 1934·35 .. .. ..

Adjuatmonte ;-

I, Not reoult ol adjuatmont ol orodlta on account { 1932·33 .. .. ..

u( reloosod mAtorio.lB 6nd o:xpondituro on 1933·34 .. non-wa.sting 8tS8ota of oompa.ny•tna.nogud .. .. ra.Uw&ya undor Uopairs and Maintonanoo. 1934·35

. .. .. ..

2. Writo·ba.ok of Ronownl and Roplaoomont Ex· .. .. .. pondituro of thu CompLmy's Sootions o£ tho Bonl"'i and North·W.,.t<>rn and Rohilkuod and .Kumn.oo Railwaya for tho yoa.rs lD24.-26 to 1029·30.

Rraorvo Fund{

1932·33 .. .. .. lnWn'~~t. on Doproclallon and 1933·34 .. .. ..

baloo.,... 1934·35 .. .. ..

10,22,!15 0,82,79 .. 3,·10,16

10,05,13 6,tiS,:l7 .. 3,90,70

11,78,93 7,27,01 ZJ,93 4,23,99

0,71,93 4,12,35 .. 2,G!M8

6,93,31 4,24,48 .. 2,68,83

7,48,93 4,13,97 Z9,19 2,45,17

5,59,00 3,61,63 .. 1,98,33

6,16,93 3,48,04 .. 1 ,08,8{)

5,50,82 3,67,79 8,97 1,74,06

3,78,16 2,52,97 .. 1,25,19

3,72,75 2,00,65 .. 1,12,10

6,52,22 3,80,31 1,39,06 1,32,35

.. .. .. .. ..

.. .. .. .. ..

.. 4 .. -4 ..

.. 6,23 .. -6.23 ..

.. 3,10 .. -3,10 ..

.. 3,16 .. -3,16 ..

.. .. .. ..

72,611 .. .. 72,(.10 .. 67,21 .. .. r.7,2J .. 48,15 .. .. 48,15 . .

4-5 12,00t :.!,86,\ll

0•2 13,1Ht 2,86,24

5-6 15,61t 2,60,51

·1·6 41,32 2,38,12

·1·9 31,45 2,36,74

H 36,31 2,32,13

4•4 7,13t l,S.i,W

3·8 7,20t 1,82,41

J.8 6,zzt 1,77,47

3-2 4,10 1,70,05

2·0 4,30 1,72,43

3•1 2,93 1,63,32

.. ..

.. ..

.. ..

.. ..

.. ..

.. ..

..

.. ..

.. ..

.. ..

•to,OS

ll7,H8

1,27,87

.. 04

.. 0,40

..

..

..

..

..

..

..

..

..

..

..

..

72,00

m,21

48,15

..

..

.. l0,8 t\

.. 23,2 1

.. !!0,7

9,6 3

2

3

5

·W,O

04,0

38,4

..

..

U,:.!:

3,1 u

3,1 6

..

..

..

.. ·~ ....

ko.il*a.ya. Yoar. .

1 2

llral< Linu ''""'aged by Companiu--<>onold.

not{ 1932-33

Not Mll!ooll.onooU8 Reoo1pt.o and Charges 1933-34 attributab1o to any ono Railway. 1934·35

·{ 1932-33

Tot•l (C.ntml) . . . . 1933·34 1934·35

·{ 1932-33 Pro~incial Rni.lways . . . 1933-34

1934·35

·{ 1932·33 Gr.:~.nd Total (Contro.l and Provincial) . 1933-34

1934-35

·{ 1932·33 North WMtorn (Commoroia1) • . . 1933-34

1934-35

Wosrorn{ 1932-33 Non-C<.mmorcial (Stratogic) (North 1933-34

Railway). 1934·35

t Inoludoa C>pital provided by tho Palanpur Durbar. t 1noludos p•ymonts to Durb•rs-

i

Joipur Durb•r Palanpur , Tmvn.noore , • • .. •

• Inoludoo rooove:-ios from Travo.noore Durbar

(b) C.. pita!

at cbargo.

3

.. .. .. 7,97,1l,72 7,95,06.27 1,95,29,55

14,61 14,61 14,61

7,97,26,33 7,95,20,88 1,95,44,16

1,13~73,04 1,13,63,nG 1,12,77,73

34,30,46 34,23,50 34,06,54

1932-33.

6,49 18 17 46

Dtduu amount of

capital Not e<mtri· Govommont

butou by C.. pi tal at Receipts.

Companios oluugo. and Jndin.n

Status,

4 6 6

.. .. .. .. .. .. .. .. .. 40,36,25 7.66,75,47 86,34,97 40,12,29 7,54,93,98 88,:18,119 39,66,36 7,55,62,69 96,86,68

. . 14,61 (a)1,81 .. 14,61 (a)l,57 .. 14,61 (a)l,14

40,36,25 7,50.90,08 80,36,78 40,12,29 7,55 ,08,59 88,40,26 39,66,86 7,55,77,30 96,87,82

.. 1,13,73,94 12,87,22 .. 1,13,63,1)6 13,37,69 .. 1,22,77,78 14,64,11

.. 34,30,40 1,27,41 .. :i4,23,56 1,26,20 .. 34,06,5( 1,26,70

1933·34. 1934·35.

6,68 6,72 20 10 17 69 70 10

(Figuroa in thoutnnds of rupo;;ea.)

Per· CHARQB AGAINST NET

Working eontago REVENUE; R:sOJ:UPTS,

Exponsos Payment of Not Not inoludlng to workod Rocoipt..~t. Receipts Pay mont lnt.orost Gain, l..n~. ))Qprucio.· linos. on Cn.pi· on acoount Annuity

tion. tal at of sharo of a.ndSinking cluugo. Snrplna Fund

Profits. ohargos. 7 8 9 10 11 12 13 14

---

.. .. .. .. .. . . .. 10,64• .. .. .. .. .. .. .. 14,74• .. .. .. .. .. .. .. 9,H•

02,85,63 .. 23,49,34 3·0 05,21 3~M)Q,52 .. 10,22,03 63,05,66 .. 25,33,03 3·2 ()6,05 3:!,57,97 .. 7,90,:13 66,65,32 2,76,99 21,44,31 .3·5 61,12 31,80,06 .. 5,06,25

.. .. 1,81 .. .. 57 1,24 .. .. .. 1,57 .. .. 46 1.11 .. .. .. 1,14 .. .. 51 63 .. 02,86,63 .. 23,51,15 3·0 Gfi,2l 32,91,09 .. 10,21,69 6:!,05,60 25,34,00 3·2 ua,tm 32,58,4:t .. 7,9G,22 66,65,32 2,76,99 21,45,51 3'5 61,1Z 31,80,57 .. 5,05,62

9,85,16 .. 3,02,00 2·7 .. 4,79.0!! .. 1,77.63 10,00,~5 3,37,2:1 !1•0 .. 4,7a.m~ .. 1,30,34 10,43,91 28,81 3,91,39 3-5 .. 4,61,04 .. 69,65

1,90,04 .. -02,03 -1·8 .. l,46,!i5 .. 2,00,18 1,8.),03 .. -58,83 -1-7 .. 1,44,10 .. 2,02,90 1,89,79 .. -63,09 -1·9 .. 1,40,23 .. 2,03,32

II Includes capital oxpandituro on TinnovoUy Quilon (Indian StBto Suction). (a) Reprosont .figuros on aooount of subsidized Companios. (b) Figures of Capital at obargo includo sterling liabilities involved in tho purcbn.so of

.Rrolways convortod at the averago rate of the year in which tho Hu.bilities were originally incUl'l'(l(i.

Tho rocoipts and working oxpcnsos for 1034-35 in columna 6 and 7 includo tho figuros of workod linos.

CIUP. ll.] FIN.!.XCllL RESULTS.

IlL-General results ofuorkin~ of all Indian Rail!cays. 27. Traffic and mileage.-The more important statistical fi<>ures of

traffic on all Indian Railways are summarised in the table below:- "'

Particulars. Year. Cla.s.s I Railw•Y!'· Other Rai.lwa_y5.. Total o{ all Raihr.1ys.

-1930-31 38.020 4,:2&1 4~1:!81

1931-32 38,460 4,353 4:!,813

(i) Total route 1932-33 33.550 4.394 4:2,9H mileage.

1933-34 . 38~298 4,655 42.!l:>S

19&4-35 38,294 4,727 43,021

1930-31 542,062,100 33,764,400 5ili,8:26,:itl0

1931-32 475,513,000 30,323,400 505,836,400

(ii) Number of passen- 1932-33 471,689,600 30,205,€00 501,895,200 gers originating

1933-34 456,617,900 32,995,200 489,613,100

1934-35 463.010,900 33,580,100 496,591,000

1930-31 19,708,o5LOOO 779,675,000 ~0,488,226,001}

1931-32 17,339,974,000 716,844,000 18,056,818,000

(iii) Number of pass- 1932-33 16,890,772,000 715,682,000 17,606,454,000 enger miles.

1933-34 16,384,713,000 765,667,000 17,150,380,000

1934-35 16,987,135,000 777,474,000 17,764,609,00Q

1930-31 79,658,000 3,719,000 83,377,000

1931-32 71,064,000 3,511,000 74,575,000

(i.:) Tons originat.ing 1932-33 67,163,000 3,438,000 70,601,000

1933-34 72,951,000 3,562,000 76,513,000

l 1934-35 80,649,000 3,854,000 84,503,000

1930-31 20,1-15,778,000 260,699,000 20,406,477,000

1931-32 18,106,1H2,000 · 240,223,000 18,346,765,000

(11) Number of ton 1932-33 16,978,015,000 224,526,000 17,202,541,000

miles. 1933-34 18,459,656,000 247,161,000 18,706,817,000

l 1934-35 20,C90,588,000 . 261,027,000 20,351.615,000 - -------

/ 28. Analysis of earnings.-The total ea_rmngs of all r~1lways, including those with which the Government of Ind1a are not directly concerned, amounted to Rs. 102·81 crores, of which 64·35 crores or 62·6 per cent. were from goods traffic, Rs. 30·35 crores or 29·5 per cent. from passenger traffic and Rs. 8·11 crores or 7·9 per cent. from parcels, luggage and other mis­cellaneous items.

29. Passenger earnings.-Passenger earnings showed an increase of. about 1 per cent. from Rs. 30·11 to 30·35 crores. The following table shows

E

24 ltEPOHT BY TBE !UIL\YAY BOARD OX L\Dlll !UlLW.\YS .FOI: 1(1&1-~:i. [Cru.P. II.

the numbers of and earninas from passengers separately for each class for the four years previous to th~ War and for the last seve!l years. Graphs are also inserted showing the number of. passengers earned and of passenger miles by classes from 1923-24 :-

No. o.r PASSE.l\GERS c.tJUUED (L'i l'RO'C'SAlfDS). EABNI~GS FR031 PASSENGERS (L'If THOUSA.~DS OF

BUi'EES).

Year. Season Season lat 2nd Inter 3rd and Total. 1st 2nd Inter 3rd and

TotaL class- claaa. elMS. dasa. Vendor's class. c1a.ss. class. clnss. Vendor~s

ticket.. tickets.

---1910 . 685 2,784 10,702 315,839 24,341 354,351 58,82 77,23 94,99 14,65,16 15,85 17,12.05

•· -1911 . 703 2,947 11,409 331,055 25,687 371,801 66,38 83,83 1,08,88 15,73,15 16,8u 18,49,09

1912 . 700 3,030 10,508 356,769 26,810 307,837 -62,00 83,31 91.37 17,01,35 17,65 19,56,48

1913-14 715 3,253 12,000 390,412 30,114 436;f94 68;9! 88,.70 1,03,48 18,37,03 19,36 21,17,51

1928-29 •912 9,685 17,870 li91,743 * 620,110 1,12,:25 1,91,89 1,66,43 33,53,82 • 38,24J39 . 1929·30 804 9,125 17,000 606,46S • 634,297 1.04,45 1,83,56 1,58,96 34,11,36 • 38,58,33 . 1936-31 _ ~7\L 8,0S9 16,189 550,879 • ?75~27 94,06 !~70t~~ 1,41,34 30,24,15 • 3_4,29,75 .. -·- ~ -1931-32 508 5,937 12,354 487,(J37 • 505,836 83,34 1,53,71 1,22,98 27,75,41 • 31,35,44 . 1932-33 . 429 5,278 10,871 485,317 • 001,895 77,95 1,47.44 1,15,14 27,91,67f • 31,32,20

ID33·34 . 421 5,050 IO,Wi 473,585 • 489,613 76,07 1,42,24 l,II~54 26,79,09 • 30,!0,90l

1934-aS . 406 4,818 10,316 481,051 • 496,591 ~ 1.41,48 1,11,92 27,04,74 • 30,34,97 ----- - -----~ . --

• The number of season and vendor's t1ckets and tbctr ea.rnings mcloded under the respective classes; the former at the rate of 50 single journeys per month.

NOTE.-ln pre·WM' reports the sum ot the numbers of pa.ssengers carried on ea<'-h separate railway was shown as the total 1umber of passengers carried on aU railways. Paasengcrs travelling o\·cr two or moro railways were thus counted as two or more pasaengers. Tho actual number of passengers carried on all railways is in fact the same as the number of passengers originating and JUs figure ho.s bean adopted for .. number of p-assengers ca.rriod ''in the I"e"ports from 1923-24: onwards. As the numbor of pasaengem >riginating is not a.vailablo prior to 1923-24 the figures of pro-war years ha.vo been modified.

t RoviBed figures. t, lncludC8 credit. of Rs. 1~94(000) reccin~d from the East Indian Railway on account of passengers carried over the Delhi·

Jhazio.bad section for tho period Aprill925 to May 1931 : details undor difierent classes are not a.va.ila.blc-.

During 1934-35, 10 million more passengers were carried on Class I Railways than in 1933-34 and passenger earnings increased by Rs. 25 lakhs. The following statement shows the variations over the various railways :-

Name of Railway.

Assam Ilengal Ilengal and North-Western Bengal Nagpur Bombay, Baroda and Central

India Burma Eastern Bengal East Indian Great Indian Peninsula Jodhpur lludras and Routhern llahratta H. E. H. the Nizam's State North Western

. Rohilkund and Kumaon South Indian

Total

Variations in the number of

passengers canied as compnred with

1933-34.

-1,900 +494,700 +540,So0

+1,945,300 +406,400

+1,041,400 +1,137,500

-70,700 +444,800

- 1 ,!l00,300 -18,300

+ 4.961,!)00 +47,800 + 74,200

+9.703,200

V a.ria-tions in earnings as

compared with !933-34.

-1,67,000 +4,71,000 +5,17,000

+4,96,000 + 1,8:3,000 +5,97,000

+21,77,000 -12,94,000 +3,94,000 -5,40,000

-22,000 -1,12,000*

+41,000 -2,20,000

+25.21,000

*Due to n reduction in third class fnres on tl1e Xorth Western Railway.

... tl) N N • • <') <t N N D) (J) - -

NUMBER Of PASSENGERS CARRIED ON

"' "' • It) N <» -

INDIAN RAILWAYS

(jN THOUSANDS)

.... ell C) N "' "' • • ' "' .... "' "' "' "' 0) 0) g) - - -

~ ~ ~

!>' ~~~s aG

'lJas

S·" ct<l

Jn~r

?J:1. C/qs s.

"/~:~ c.r e.y

..... "' • "' "' ~

0 <;> C) N C) -

(7) 0

"' <'.) <'.) <'.) .., • .!. "' 0 .., (') (')

C) ., C) - - -

"' (')

"" .., ' .., ..,

0) -

... <')

., .., • "' <') Q) - 640.000

630,000

620,000

610,000

600,000

sso,ooo

580,000

570,000

560,000

550,000

540,000

530,000

520,000

510,000

500,000

4SO,OOO

480,000

470,000

I 8,000

I 6,000

I 4,000

I 2,000

10,000

8,000

6,000

4,000

1,&00

1,000

500

-

... "' ' .., N

S?

"' "'

CD N .;, "' Q)

., ...

PASSENGER MILES INDIAN RAILWAYS

(IN THOUSANDS)

-

oL· ot

co "' ~ N 0) -

de to~· 3r.(,

t;l~s .

te~ \"

ctos5 11

{OsS· ,~c:..

.... co "'

Q)

<:' "" "' "'

Q) N ' co "' "'

0 <;> 0

"' Q) -

0 <;>

"' N

S?

<') • "' C? <1l - - -

v 7 .., .., 0)

<()

<;> v "" Q)

24,000,000

23,000,000

22,000,000

21,000,000

20,000,000

I

I

I

I

8,000,000

7,000,000

6,000,000

800,000

7.50,000

700,000

650,000

600,000

5.50,000

500,000

450,000

400,000

350,000

300,000

130.000

I 20,000

I 10,000

I 00,000

so,ooo

80,000

.., 70,000 ':)

"' <')

S?

CaU>. II.] FL'\.L'\CUL RE5[LT5. :.?5

30. Goods earnings.-The earnings from aoods traffic on all railwaYs · increased by Rs. 2·84 crores, _this improveme;t being chiefly under coal, ! gram and pulses and other grams; this howe\·er was offset bv a considerable fall under oilseeds. ·

The tonn~ge of, anq earnings from, the principal commodities carried by Class I Ra1lwa;Ys durmg the year 193!-35 as compared with the previous year, are shown m the statement below. Apart from the main increases mentioned above, there were appreciable increases under metallic ores rice' provisions, wheat and materials and stores on revenue account. ' '

1933-34. 1934-35. Inoreue + De-oreaae-

- Commodity. No. of tons No. of tons incarn.i~

originating Rs. (m cro,..). originating Rs. (in crores}. Rs. (in lak ).

(in millions}. (in millions).

-

Increases.

Fuel for public and 18·-17 a·65 20·15 10·34 +69 foreign Railways.

Gram and pulses and 2•39 2·91 2·51 3·36 +Ui other grains.

Metallic ores - - 2·2! 0·64 2•99 0•95 +31 Rice . . .Jo•36 3·89 4·80 4-19 +30 Provisions • . . 1-08 2·74 l-20 3·04 +30 Wheat - . . 1-65 1·85 l-65 2·10 +25 Materials and stores on 11-15 2·50 13·39 2·75 +25

revenue account. Iron and Steel, wrought 1-30 2'21 1·34 2•34 +13 Petrol . . . 0·23 0·79 0•24 0·89 +10 Railway materials . 4·33 0·44 5·07 0·53 +9 Marble and stone . 2·29 0·73 2·84 0·82 +H Wood,unwrought 1·23 0·79 1•34 O·SS +9 Fruits and Vegetables . 2·71 1·28 3·75 1'36 +S

Kerosene Oil . . 0·7!! 1-46 0·82 1-52 +6

Tobacco . . . 0·29 o-76 0·30 0•82 +6

Fodder . . . 0·87 0·51 0·95 0•56 +5

Manures . . . 0·14 O·ll 0•19 0·13 +2

Other commodities . 8·63 9·96 8•91 10·41 +45

Decreases.

Oilseeds 2·57 3•64 2·27 2·99 -65 . . . Salt . HO 1·89 1-30 1·76 -1:3 - . . Sugar refined and un- o·s-t 1·67 o·so 1·57 -10

refined. -9 Cotton raw and manu- 1•70 5•!)6 1•75 5·87

factored. 1·24 -5

Jute, raw . . . 0·99 1·29 0·99

Military traffic 0·32 0·29 0·31 0·27 -2 . . Gur, Jagree, Molasses 0·82 1·21 0·83 1-21 .. Live stock . . . u·16 0·50 0·16 0·50 ..

TOTAL 72·95 59·67 SQ-65 62·40 +2,73

31. Alterations in rates and fares.-Passenger fares.-Apart from reductions in the. pas~enger far~~ mad~ by railways on is?lated sec~ions of their systems, chiefly Ill compet1~10n with road motor services, ~entwn may ·be made of some of the more Important changes. On the Great Indian

26 llEPORT BY THE HAlLWAY BOARD ON INDIAX RAILWAYS FOR 1934-35. [CruP. U.

Peninsula Railway the bases of third class fares were revised with effect from 1st April 1934 as follows:- -

Previol!&.

]to 50 mile• • + 51 ,, 15() " • +151 " 3()0 " •

- +301 miles and 0\·er

•

•

])fail or E.rpress.

Per mile.

5 pies. 4~ ,,

3 " 2~ ,,

Ortlinar!J.

Re~:iaetl,

1 to 50 mile> + 51 miles and over

Per mile.

5 pie>.

3 "

1 to 50 miles 4 pies 1 to 50 miteR 4 pies, 'I 150 31 +5lmilesandover 3 +.,, " '" "

+ 151 " 300 " 3 " +301 miles anti over . • 2t ,

The revised mail fares are applicable in local booking_ only. Ir;t the case of through booking, the distinction between third class mail and ordmary fares was abolished.

On the Ea.stern BenO'al Railway third class ordinary return tickets at I:> ' • l h a fare and two thirds have been introduced as an expenmenta measure, t e

period of availability varying from 2 to 18 days according to distance. Otlter Coaclling traffic.-1.Iost of the railways continu~d to quote special

rates for fresh fruit in wagon loads, to encourage long distance movement. On the Great Indian Peninsula Railway the rates for certain selected fruits and veo-etables were reduced from 28 stations to Bombay. Similar reduc­tions w~re made on the Bombay, Baroda, and Central India Railway.

Goods traffic.-The following are the more important changes made:-

Rice.-Tbe rates for rice and paddy were reduced for distances from 401 to 500 miles from 1st April 1934 and for 150 to 175 miles from 1st June 1934 with a view to stimulate the movement of Tanjore District rice and paddy to inland stations and to assist the Indian rice to compete with imported rice. Reduced rates for distances from 175 to 400 miles were already in force.

W keat.-A rebate of 25 per cent. of the freight rates was allowed over the North Western Railway for wheat exported overseas west of Aden via Karachi.

Cotton.-Reductions in the rates which had been made in 1933 for cotton, full-pressed from certain stations on the Great Indian Peninsula and B?mbay, Baroda and Central India Railways to Bombay, in competition Wiih the sea rou~. were continu~d during the year. Special r-ates were also quoted from C01mbatore and Tuuppur to Ahmedabad, Bilimora, Navsari, Surat, Broach, Baroda, Petlad, Cambay, Nadiad and Viramgam.

Su.gar-cane.-Special reduced wao·on rates were introduced over the East Indian, N?rth Western and Be~gal and North-Western Railways for sugar-cane consigned to sugar factories .

. Sugm·.-.Specially ~ow reduce_d rates from sugar factory stations in the U mted Provmces, PunJab and B1har have been quoted for traffic to certain statio.ns.

32. Compensation claims for goods.-The statement below shows for each Class I Railway the amounts paid on account of compensation for goods lost or damaged during the year 1934-35 as compared with the previous seven years. The total amount paid during 1934-35 shows a slio-ht increase over the 1933-34 figure. It will be noted, however, that the figure

0

for 1934-35 is substantially lower than those for the other six years. In 1922-23 the-

. amount of claims paid exceeded Rs. 120 lakhs.

Cau>. II.] FISAXCllL RESCLTS. 27

Claims for goods lost or damaged paid by Class I Railu:ays (ududina Jodhpur Raibray} during 19:27-28 to 19J4-J5. •

I ll'uex~uo• ro GooDS ~~sea.. Railways .. 1927-28. 1928-29. 1929-30. 1930-31. 1931-32. 1932.33. 1<133-:H. 1934-35.

1933-34. l93t-33.

Rs. Rs. Rs. Ro. Rs. Rs. Rs. Rs.

Assam Bengal • . 18,000 20,973 19,()96 15,976 10,303 5~600 ~iS! 5,898 OiJ6 OiJ.l

Bengal and North.Westem 59,875 45,387 56,914 26,865 25,291 25,866 l~:!SS 14,460 0·06 0;)7

Bengal N agpur . 65,248 1,02,726 77,437 00,128 11,878 14~2.55 ~J.OO:! 27,342 Oil4 OiJ5

Bombay, Baroda Central India.

and 1,57t447 1,21,175 ·~07,740 96,011 46,910 31,242 !!:!,t\.H 29,347 Oil3 Oil4

Burma . . . 42,791 34,696 18,828 22,]29 11,947 9~26 6.893 ll,l48 0;)3 0;)4

Eastern Bengal . 1,71,263 1~3.676 1,08,360 83,409 47,013 43,211 37,416 25.538 O·l:? O·OS

Eaat Indian . . . 2,36,368 2§27,600 1.75?501 1,10,596 90,624 72,983 52,150 32,474 Oil4 0;)3 . Great Indian Peninsula 1,18,333 1,45,133 l,ll,392 1,15,364 1,11,645 6.1,868 72,883 59,193 Oil9 01)7

Madras and Sou them 80,517 95,330 1,28,478 Mahratta.

70,612 51,56'1 22,641 18,9;;3 21.902 Oil4 Oil5

His Exalted Highn... tha 11,270 11,443 23,075 16,206 11,978 9,899 4.459 ll,034 0;)3 008 Nizam'a State.

North Western . . --36,383 99,446 78,321 1,26,939 65,900 59,117 21.346 47,248 ()i)2 01)5

Rohilkund and Kumaon . 7,347 '1,204 5,.775 2,611 4,574 1,220 2.654 2,400 Oil7 OiJ6

Sontb Indian . . . 17,691 28,350 12,992 18,826 13,732 7,320 9,523 4,Ii9 0;)4 OiJ2

TOTAL . 9,49,716 10,93,139 9,23,8641 7,65,672 5,03,352 3,66,448 2.87,405 [2.92.159 Oil5 &05

NorE.-The above figures exclude the amount of cred1ts afforded to home Jute departmenta for the loss of thetr gooda,

28 UEPOHT l.IY THE lt.ilLWAY l.IUAIW OX 1::\lJIA::\ RAILWAYS FOil IV34-3<i. [CnAP. IlL

CHAPTER III. NEW CONSTRUCTION AND ENGINEERING WORKS.

33. Capital Expenditure.-At the end of March, 1935, the total capital at charge on all railways, including those under constructiOn, amounted to· Rs. 885·47 crores, of which Rs. 795·44 crores was capital at charge on State­owned Railways inclusive of premia paid in the pur~hase ?f Compani_es' lines. The remainder, Rs. 90·03 crores, represented caprtal raised by Indran States, Companies and District Boards.

The capital at charge of State-owned Railways is composed as follows:--

£ Liability and debt incurred in purchase of Railways . 150,106,630 Less liability and debt cancelled by the operation of

Annuities and Sinking Funds . . . . . -29,284,941

Net amount outstanding 120,821,689*

Direct expenditure by Government The above sterling figure converted int<l rupees

Total

Add Provincial Railways expenditure .

Grand Total

Rs. (omitting 000) 6,25,90,02 1,69,39,53*

7 ,95,29,55

14,61

7,95,44,16

By far the greater portion of this amount, namely Rs. 7 55 77 30 000' -is Gove~nment Capital and_ only 1-20th or Rs. 39,66,S6,000 'is 'ow~ed by Compa~Ies. These figures mclude Rs. 34·07 crores on account of capital expenditure to the end of March 1935, on strategic lines.

The ~tal capital outlay on all railways during 1934-35 was Rs. 1·3()­crores,_ of whiCh Rs. 0·25 crores ':ere spent on state-owned railways. The­followmg stateme?lt shows how _thrs outlay of Rs. 0·25 crores was distribut­e?- between op.en h!le works, rolhng-stock and new lines, similar figures being giren for the prevrous four years and for 1913-14.

0l'l!K LurES. ' ' Year. Works New linea. G'RA.3'D Tn'I·AL·

including StQres Rolling-stock. TOT.t.L. and general charges.

-Rs. Rs. Ra. R•. Rs.

crorea. crores. crores. crores~ crorea.

19I3-14 . . . . . 9·30 7-31 !6•61 1•86 18•47

1930-31 . . . . . 0•:!9 3•81 P·IO 4•1l 13•21

1931-32 . . . . . 1•74 2"16 3•90 2·79 6•69

IH32-33 . . . . 0•05 --Q•65 -o-50 0•57 0"07

1933-34 . . . -()·4;; -1·82 -.2·27 0•22 -2·05

1934-35 • . . . . 0•76 -o·sg 0'07 o·ls 0"25

• £8,0011 oonv.rtod at tho nue of U -Rs. 13! and t!uo balanoo f £ 1•0 81 • raro of esob.ango. ruling fn the year in which the liabilities were incurred.

0 • • 3, 683 con~erlcd at th& average·

CHAP. Ill.] XEW COXSTRCCTIOX .!XD EXGCiEERI:SG WORKS.

The distribution of the capital outlav in 1934-35 over the different state-owned lines is shown in the summary below :-

OPE>< Lrns. I

Railways.. New lines. G!LL~D Tor Works, cto. Roi!W.g-etock.. TOTAL.

Rs. &•. Rs. Rs. n~.

croreo. crozes. crorf's. crores. erorca.

Bengal Nagpnr . . 0"27 o·oo ()-30 0"02 0'3~

Bombay, Ba.roda and Central Indi.o. o·1s o·os 0"23 .. 0'!!3

Ea.atem Bengal . . 0•17 -(r07 o·1o • Oill ()-JI

Eaat Indian . . . 0•37 0•.29 0136 ~ill o·os Groat Indian Peninsula . . -()'22 -0·.20 -0·42 .. -0·42

Madras and Southern Mahratta • o·12 0•02 ()-14 .. 1)-J.l

North Weatem . . -0·12 -0•91 -1·03 .. -1"03

Soutb lndian . . . . o·oo 0·22 0·31 0·01 0'32

Other Railwa.}s . . . -0•07 -0·15 --o·!!2 0"15 -o·o;

TOTAL . o·76 -0·69 I 0•07 O·IS o·!?G : !

34. Lines opened during 1934-35.-71·09 miles of railways were­opened to public traffic during the year and consisted of :-

0·30 miles on the 5' 6" gauge.

70·79 miles on the 3' 3~" gauge.

Details regarding the sections opened are given below:-

Name of line. Gauge. Mileage. Owner. Working Agency. Date of cpcnffig.

Original lino {Madras and 5' 6' 0·30 State . Madrns and lat October 1034. Southern. M.ahmtta. Railway) Sou them Mo.h-

ratta Railway.

Prachi Road to Jamwala • . 3' at' 1·05 Indian State line Junagad St&to 18th April103·i. Railway.

Jam:wala-Dclvada . . 3' a•· 24·22 Do. Do. . lOth J11nuary 1935 ..

Morvi-Navlakhi . . 3' 3!' 29·93 Do. Morvi Railway . 15th December IU:U.

Araso.ln-Anandapuram . . 3' 3J' 9·59 Do. . Myroro Railway 30th April I 934.

35. Lines sanctioned in 1934-35.-During the year under review sanction was accorded to the construction of new lines totalling 101·28 miles, all on the metre gauge.

36. Lines under active construction on 31st March 1935.-At the end of the financial year 1934-35 the mileage of new lines under active construc­tion was as follows :-

Total

Miles. 138-G-!

138·fj4

30 REPORT BY THE HAlLWAY BO.IHIJ OX 1:\DJA:X HAlLWAYS FOR 1934-35. [CHAP. Ill.

The lines under actir~J construction are gi1·en in the table below, which also shows the construction agencies and the progress reached:-

J MilcaJ.,e .-.etually • Pro;e:resl! of work

Na.mo of Jine. Gaugt". ! under Working Agency. (Proportion romp!eteo-l construe- on 31st .Mareh 193•3).

tion. I

1£nnmr Junction Phufnd 3' 3i' J;}"H8 Jodhpur Ha.ilwny '67

Jhudo Pithoro . 3' a~· U4•ll Do. •62

Pmchi P.rad-Kodina.r 3' 31' 16•10 Gaekwar'a Baroda ·1.3 State Railway.

Visavadar-Talala . . 3' 3t' 29•44 Junagad State Rail- .. way.

Khambli Ghll.t-Phu1ad Jtmction . 3' 3·'-"' .. 13'11 Udaipur C'hitorgarh '70 Railway.

--- ---- -----Total . . . !38'6!

37. Surveys.-Much of the investiga~i?n work undertaken by ~ailways during the year was of the nature of a reVIsJOn of the trafl_ic and engm~ermg estimates of lines considered in earlier vears in order to brmg those est1mates up to date. Among the projects so examined were _the _Khadr?-Nawabsh_ah, Shahjahanpur-Mailani, Kashipur-Kalagarh, Chakta-Sidhwaha, Muzaflar­pur-:barbhanga and the Bulsat·-Dharampore railway projects.

Traffic surveys were also carried out for the projected feeder lines in the area irrigated by the Sukkur Barrage Scheme in Sind, and for a line from Badampahar to Joda which is intended to serve the iron ore deposits in the Joda area, Bengal Nagpur Railway. A detailed engineering survey was undertaken also of the Jhudo-Pithoro Railway in Sind, which project was subsequently sanctioned for construction.

38. Important lines under construction.-The following is a brief account of the lines which were under construction during the year:-

(i) Pmchi Road-Kodinm· Railway.-The work of construction of this railway was started by the Baroda State in January 1935. Land within Baroda State was acquired but land in Junagad State was still under acquisition. The railway is expected to be opened for public traffic in May 1936 provided acquisition of land is not delayed.

(ii) Talala- V f;saradar Railu·ay.-On the completion of the Prachi Road­Una-Delvada sectiOn of the Yeraval-Delvada Railway, the construction of the Talala-Visavadar section, 29·44 miles long. of the Talala Dhari extension was taken in band in March 1935.

(iii) Jllarwar Junction to Pltulad Railway.-The construction of this metre gauge line was sanctioned in January 1935. It was undertaken by the Jodhpur Railway and is expected to be opened to goods traffic in June 1935, and for all kind's of traffic in about January 1936. . .

(iv) Natltdwara-Sm·singhji ka Gudha Railway.-The last section of this Railway, Khambli Ghat to Phulad i;; under construction. It is expected that the construction of this section will be completed and the line opened for traffic in January 1936.

(v) A gastiyampalli Point Cal inH•re RailU'ay E.r:tension.-This line the survey of which was mentioned in last year's report, is a small extensio~ 5.1 miles' long, of the Tiruturaipundi-Agastiyampalli seetion of the South India~ Railway to serve the village of Kodikarai near Point Calimere, and to afford

• •30 aignifit's that f0

th of the work ha.s. been done4

•50 signifies tba.t half the work has been done. 1·00 signifies comp1cti<'n of the work.

GREAT INDIAN PENINSULA RAILWAY.

New Cbambal Bridge Superstructur .. - ~~Andard H. M. Loading 1934.

CHAP. III.] ::\EW CUX:';THlTTIOX .1::\D EXGIXJ::EIUXG WllHKS. 31

access to a tract 0\·er which due t · - I "ood d · h -1 · . .' 0 seasona " s an the sand1· natnr<' ot the 801 • _1t d15 more _ec~mormcal to construct and maintain a raiiwa\· rather t an a r_oa ·. ~rehmmary a:rangements were taken in hand btit adiw constructiOn, 1t JS expected, ;nil commence on]_,. in _-\pril 1935.

(vi) Jlu1_do-Pithoro Railzmy.-ThE.' construction b;• the Jodhpur R:1il\\·a,· A~numstrat~on, on the metrE' gaugE', of a line of railwm· from .lhudo t;> ~1tho~o,_ a distance of about 64 miles_. was sanctioned in -~ugust 19:14. Th.­lme. "luch lm~ been located so as to d1stnbute the benE.'fits of rail transport as e1·enly as possible over a large tract of countr~-- is bein~ construeted funda­rnentally _ _fo~ the movement uf. the increased volume of 'agrieultural product• grown "1th1~ the area ~s a ~esult of the Llo~·d Barrage Irrigation ::'l'ht•mt•. The completiOn of the lm~ will con.-ert thE' ::\Iirpur Khas-Jhudo hrmwh into a comJ?lete loop of ~14 m1les le~,·in.!! and joining the main line at ,Jamran and ~1th?ro respectively. The hne 1~ under construction :mtl it is expected that 1t 1nll soon be ready for opening to public traffic.

39. Important lines opened during 1934--35.-0f the lines npent>tl during the year, the following may be specially mentioned:-

Prachi Road-L'na-Delrada $Cction of the Junaynd State Railu·ay.-· Jl·:!l miles.-This railway senes a part of the country which was almost inat·ecs­sible for the greater part of the year. It was completed and opt•netl for public traffic on lOth January 1935.

• 4G. Important New Works.-M,-(thna Bridge, betu·Pen .-!.<lwgauj awl

Bhairab Bazw·, Asoam Bengal Railu·a!t--The importance of a bridge m·er the Meglma river near Ashuganj :Is a means of communication betwl'<'n .-\~sam and Eastern Bengal, had long been recognised, but had to be held in ahc~·ann• owing to shortage of funds. The matter, howewr, came into prominenl'e during the flood season of 1934 when as a result of the Uauhati branch bein~ closed for several weeks, traffic was diverted to the Ashuganj-Bhairah Bazar route and very severely taxed the capacity of the ferry. The position was further aggravated by a solid mass of water hyacinth which came down the river and considerably prolonged the time normally required for crossing. As the circumstances clearly showed that the possibility of a breakdown in the ferry arrangements was by no means remote and the estimates showed that the undertaking was financially justified, it was decided that there should be no further delay in providing a bridge and a scheme was accordingly decided on at a cost of about Rs. 56 lakhs to be taken in l1and during the coming year.

41. Open Line Improvements.-(i) PPrma~ent Tray RmP1l'~Lk-Of the permanent way renewal wo:ks sanctwl!ed durmg the year. specwl m~n­tion may be made of re-sleepermg 38·2 miles _of woo~en sleeper traek w1th steel trough sleepers het~veen _Ramganj ~Iand1 and Ko~ah on the B_mnbay, Baroda and Central Indw. Rmlwar. Tlus forms the thn·d and last 1tcm of the re-sleepering programme_ for tl~e 12:1 n~ile ~edion of the main line north of Ratlam, which was mentwned m prei'JOus report~. On the Bengal and Korth-\Vestern Railwa\·, as a result of an investigation into the condition of the 50-lb. steel rails. in the main line from Katihar to norakhpur, it was decided to enter upon a regular programme of relaying with 6U·Ih. steel rails and sanction was ac>co1·d.ed to relav as a fir;.t instalment 32·5 miles between 8onepore and C'hupra. On the 1Indras and Southern ::\Iahratta Railwn~· the existing 41-:\:-lb. rails on the Guntakal-:Mysore section will Le relaid with 2nd hand i5-lb. rails released from broad gauge sections. The intention is to relay also the remaining section of the line up to Yesvantpur usin~ GO-lb. new rails within the 1fysore State.

(ii) Permanent retired ali((nmeut of. t/11' Bengal 1~11d Xortlt-ll"r-st;-rn Rail-1ray main line bl'fu·Nn Kf!mgola and ~ 111:-"ela.-Owmg to the ~nc~oaehment of the Kosi river whicl1 had come to w1thm 327 feet of the mam hne of the Ben"al and North-Western Railway between Karagola and Kursela station,; and ~as also a source of danger to the bridge over the Kosi. it was considered necessary to retire the alignment to a safe distance from the river so as to remove the danger and maintain railway communication.

REPORT BY THE RAILWAY BOARD ON L"iDIA::-1 RAILWAYS FOR 1934-85. [CB:AP. III.

The work was taken in hand at a cost of Rs. 5,46,334 so as to have it .completed before the following monsoons.

(iii) Katareak· Fender, Bengal f!nd: N ortk-Western Railway.-Due to the continued encroachment of the Kosi nver towards the west app~oach ?f the main line to the Kosi bridge between Katar~ah and K.ursela statiOns, It was -considered necessary to cons~ruc.t a substantial pr~_Jtective apron o~ the north .side of the embankment which IS the place at whwh the attack. will be most severe if the Kosi river cuts away the remaining 520ft. between Its 1933 bank .and the exposed edge of the proposed apron. ThJl work was accordingly taken in hand at an estimated cost of Rs. 2·44 lakhs.

(iY) Remodelling of tke East Indian Railway Workshops at Jamalpur.­The existing workshops at Jamalpur were constructed. about 1862, and have .since been added to or altered to meet subsequent reqwrements. The layout, as it now stands, has many defects, the accommodatiOJ?. an~ facilities in the Erecting and other shops are very inadequate, due pnmar1ly t? the narrow span of the bays which prevents the free movement of matenal m the shops, and the want of adequate crane power in the Erecting shop has also been a serious drawback. While the question of suitably remodelling the shops has been under consideration for some time past, it came into prominence a few years ago when the introduction of the first lot of the new standard engines presented difficulties in handling with the existing 30-ton erecting shop cranes. ,

Preliminary J?lans for remodelling the shops were prepared in 1921-22 and subsequently m 1925 but in view of the impending investigations by the State Railways Workshops Committee, thei? consideration was deferred. The proposals were subsequently examined by the State Railways Workshops Committee, when they visited Jamalpur in 1925-26.

In paragraph 315 of that Committee's report the necessity for extensive remodelling was admitted. After that a number of large standard locomo­tivl*! were received with which it was impossible to deal in the existing Jamalpur shops. Were it not for the fact that the new Locomotive Erect­ing shop in the Locomotive Workshops at Lucknow is capable of dealing with these heavier locomotives the provision of new shops at Jamalpur could not have been delayed until the present time. As, however, the heavier locomot.i':es are employed on the eastern sections of the railway the solution -of repairmg these at Lucknow c~n onlJ: be considered as a temporary expedient on a~count of the unl!ece~sary hght mileage and consequent delay involved in sendmg them from distriCts near Calcutta to Lucknow for repairs.

Consequently a scheme for remodelling the workshops was prepared by the Railway Administration in the year 1929 for inception when the finan­dal situation permitted. This scheme was in abeyance till 1932 when, in consultation with the Railway Administration, the Railway Board consider­.ed that a thorough investigation into the question of transferring the existing Locomotive shops from Lucknow and their re-erection at Jamalpur was neces­sary for the following reasons :-

(i) The growing necessity at Jamalpur for the earliest possible provi­sion of shop and crane facilities for dealing with the heaviest classes of Locomotive engines, Boilers and Tenders, together with the necessity on the grounds of economy, of concentrating at Jamalpur the greatest possible amount of heavy repair work, by reason of the more favourable labour conditions prevailing there, and of bringing such heavy maintenance work into closer contact with the manufacturing shops which are located at· Jamalpur.

(ii) The less favourable labour conditions at Lucknow and the lack of close c?nt~ct with .the manufactu~ing shops, rendering the cost of penodiCal.ri'Jpaus somewhat higher than those obtaining at Jamalpur, w1th the result that the large and modern shops at Lucknow cannot be fully employed to the best advantage. .

CHAP. III.] 33

In accordance with the decision mentionecl above a revised scheme was p:epared by the East Indian Railway Administration which invohes the dismantlemen~ of the n~ajor portion ·of the Locomoti.-e repair shops at Luck~ow, their re-erectwn at Jamalpur, and the retention at Lucknow of certam shops as an auxiliary locomotive works. The Railwa,· Board were satisfied that t~e scheme as prepared by the East Indian RailwaY was sound an~ re'P~nerative and accordingly sanctioned it in Mav 193-!. The scheme. which IS m progress, is expected to be finished in three "years. ·

(v) Remodelling of Carriage and Wagon Shops at Jhansi (Great Indian Peninsula Railway).-The transfer of Locomotive repair work from Jhansi to Par~l is now complete. It is, therefore, proposed to carry out certain alteratiOns to the present Locomotive workshop building and modifications to th_e _yard, to m~ke it suit<>':Jle for a Carriage and ·wagon Repair Shop for repairmg 4 coachmg and 20 wagon units per diem.

Carriage and Wagon repairs are now carried out at Jhansi in the open .on a number of short lines which make progress difficult. The present outturn of four coaching and twelve wagon umts per diem· at Jhansi fully occupies the repair yard leaving no room for satisfactory extension. The proposed scheme provides for the alteration of the Locomotive buildings, vacated on account of the transfer of Locomotive repairs to Pare!, to sene as Carriage and ·wagon repair shops with a convenient layout for the expedi­tious movement of stock under repairs and equipped with plant such as o\·er­head cranes, electric trucks and for the expeditious outturn of 4 coaching and 20 wagon units per diem. The scheme is capable of expansion without extra .cost to double the outturn of coaching stock and at small additional cost to increase the out turn of wagons by 33 per cent. The scheme, which is estimated to cost Rs. 4,34,635, was sanctioned during the year under review, and includes provision for the following works :-

(1) Permanent way, points and crossings and ballast. (2) Alterations to existing Shop Columns and providing new

stanchions. (3) 85-ton traverser complete. (4) Removing and re-erecting machines, fencing, etc., in Mill Wright,

Fitting and Machine Shops, providing additional machines and cranes, etc., in Wheel Shop and examining pit in Mill Wright Shop.

(5} Concrete roads for electric trucks. (6} Ash and examining pits and hydrants. (7) Rearrangement of Crane Girders and ii)stalling additional cranes.

The work is expected to be finished within two years.

(vi) Remodelling D~lhi Y ard.-The existing yard at Delhi had not been ·materially improved durmg the_p_ast twenty yea:s and was very_ crm_nped ::nd unsuitable for present day conditiOns. Remodellmg of t~e Delhi mam statwn was, therefore, sanctioned in Sept_ember 1934. The m:_un works to be under­taken in connection with the proJect are the lengtheJ?mg of passenge! pl::t­forms, involving alterations in y::rd arran~ements whiC.h are als? reqmred m order to give mcreased safety I~ ope:atwn by. the mt:oductwn of track circuiting, provision of power. s1gnalhng and mstallatwn of new battery charging plant. The scheme will take about two years to complete.

(vii) Shoranur-Cochin Railway conversion.-The conversion of this line into broad gauge was completed during the year and the line was opened to traffic on the 21st October 1934. With the opening of the line, goods can now be' despatched to the new harbour at Cochin without break of gauge at Shoranur.

The conversion scheme als? necessitated ~he remodelling of th~ junction arrangements at Shoranur, which were taken m hand at an approximate cost

.of Rs. 6·75 lakhs

34 nt:POB1' BY THE HAlLWAY J!OAHD ON 1:\DlAN HA!L\\"AY:> F01ll!!34-'J5. [CH.\P. IlL

42. Hardinge Bridge, Eastern Bengal Rai~way.-A short description of the trouble experienced at this important bndge and ?f tl~e protective measures undertaken on the advice of Sir Robert Gales, was grven m last year's report. As the scheme embodied in Sir Roh~rt Gales' rec?mme~dations for the further protection and permanent security of ~he bndge. mvolv_ed the exp_enditure of a very large amount of mon~y, a coJ!lmittee of ~ngmeers mclud­ing Irrigation experts known as the Hardmge Bndge Commrttee was formed to further investigate the situation. After detailed insp~ctions of the river and due deliberation, this committee came to the conclusiOn that there were still certain works for the protection of the bridge during the following flood season, which should he done immediately, but that the formulation of the final scheme for permanent protection should be postponed till after the result of certain experiments to be carried out with a working model of the river and the protection works by the Research division of the Bombay Public Works Department at Poona, were known. This will probably be some time after the next flood season, 1935.

The recommended works, as also certain repair works, were taken in hand during the year, and measures were put in hand also to ensure the prompt introduction of a ferry service over the Ganges if the danger to the bridge during the flood season proved sufficiently great to necessitate it.

43. Quarters for Subordinate Staff.-The statement below shows the additions made during the year to the number of quarters available for sub­ordinate and inferior staff on the various railways :-

q Assam lleug-.>1 Hailway 40 .:; Ueng-al an<l ·Nnrtb-\\' Pstem llailway . 120

] Bengal Xagpur Railway 172 t I Bombay, llaroda aud Central India Railway 23 n ... llurma Railways _ 13 ,., Eastern Bengal Railway Si { East Indian ltailway . 342 11lus 300 rooms

· 1 Great Indian Peninsula Railway . Ia Madras and Southern i\Iahratta Railway

[., North \V estern Rai'lway . . . 1-J Rohilkund and Kumaon Rail way ;L Soutb Indian Railway '3 Jodhpur Hail way

; His Exalted Highness the Nizam's State Hailwa~·

temporary quar­ters at Jam a!-pur.

2 36

168 8

201 64 {of these 24 are­

on the Indian State section.)

94

Conditions were rather exceptional in the areas visited by the disastrous eartl:quale of 15th January 1034 and account for the relativel_y greater number pronded, notably on the Bengal and North-Western and East Indian Rail­ways. On the South Indian RailwaY, however the fiaures include the balance of the pre\·ious year's sanction. ' ' "'

The question of pro~iding quarters for the staff of the Railwav Clearinoo Acc~unts <;lffice and certam oth_e-'; Railway offices located in Delhi, al~o received c?ns~derat10~, but no_ final d~crs10n could be come to, owin"' mainly to difficul-ties m secunng a sUitable site. · "' ·

.t;A~T INDIAN RAILWAY.

Type of Senior Scale Officer's Bungalow built at Jamalpur to replace those destroyed in the earthquake 1934.

EASttRN BENGAl, RAILWAY.

Rei!Gratioa of the breach of September 1933 j• right guide buad of Hardiage Bridge,

CH.U>. ILj TI!A);::'PORT.l.T.IO:'\ A .. '>D WURKI:'\G.

CHAPTER IV. TRANSPORTATION AND WORKING.

44. Statistics.--The best index to the volume of bu~ine:<..; handletl hY raihvays is pnssenger n1iles as regards passenger traffie and llt"t ton ntih.~s a~s regards goods traffic: to arri,·e at the,;e figures the total nmnl~<.•r of passeng;;rs and tons of goods carried are multiplied by the numher of mile.~ over wh1ch they are mon•d. The following table shows that the amount ,,f traffic thus expressed which Class I Railwa,·s had to carrY. im-r"'"'''" durin<> the year, as compared with the pre,·ious t"·o years. The figttrt's of nl"t tn~ miles given do not inelude the milenge inC'urred bv purely dt•pnrtmt•ntal trains but this mileage only represents about 3 per t•ent. of the totaL

In thousand.!:,

Particulars.

1932-33. 19:!4·35.

i '

P('lf'('t'ntl;!<' of in('r.>o.ne t -- l

! t<f dt"Cf'f"aSl"

1 (-}.;om-. p3.1"t'd with

!O:l3-3t.

Pa11ser.gn miles lUSt)---)! • . ,J, .. i l!i,:lS-t.jl:) i

I 16.987,135 i +3•tlS

I I Net- ton mi!eA 16,1i3~,ti.)2: ! I S,fl.-i3.9$i I 19,:.16,967 I • S·3:1

! I I

Serrice performed.-The following table shows the number of train miles incurred in carrying the n boYe mentioned traflic. Passenger train miles show nn increase of 2·99 per cent. on the broad gauge and l·(i:J per -cent. on the metre gauge nnd a decrease of 2·15 per cent. on the narrow i!'auge. The figures of goods train miles show an increase of 6·52 per eent. on the broad gauge, 4·96 per cent. on the metre gauge and 1·10 per eent. on the narrow gauge. Full details of train and engine miles of Class I RaihYays are giYen in statement No. 17 of Volume II and that of class II anti III Railways in statement l\o. 37 :-

I CLJ.~sl B:.&JLwus,

1----------------------------------1 BJ:OA.D GA.t"OE, li£TRB G.t.uGR. _ _ _ ~n~o-~ G.Lco~. _

I I Poreonl· II p,,_,_ ·. I . p....,., .. 1 ; .age of 1 age ot ' I • •a• ol

1 Uon" wltb I l1ons with ' tlnn• wl&b

P&r\;lculaN.

1'932-33.1 1033-M. · 193•..35. varia· 193!-83. lllS3-3.&. 1934~~ I vart&· 1SI32-3S.

11~:l-SL 1834.-36. nr1•·

I I I 193.3-34-. ' 1033-U. ' 1. ' lOlW-i.

---- ----;--·----- --'----- ---~--- --· -·-""·'"" o;<... 6t,337 ~2·•• 3<'.35' SO,lW 30,693 +1·65 2,801 l 2,323 . 2,273 -2·15 Pn*oser {lnt:lad·

log pro; ortlon Of mixed) tratn · mUee.•

Goods (lndudln~ 3:i,i90: 37.712 40,172, -+ 6·&2 18,:!17 18,0-17 19,8S.7 +&·00 proportion ot m!xed) train mlit~.·

• lndudef. mileage or electrte lccomotive ttaiDJ:.

' 1.559 1,566 -rl•lO

In addition to the train serdces mentioned above a large amomot of diredlv unproducthe or " Other " engine miles, 1:iz., shunting, light and assi~tii1g had necessarily to be run. During the year under review, however, this mileage was eqniYalent to only 16 per cent. of the total engine miles (including depnrtmental), as compared with 17 per cent. in the prec:eding

, • BO!RD OX IXD.L!.X RAILWAYS FOR HI:J.l-35. [CRAP, IV_ REPOUT BY THE RAIL\\AY • '

36

tal train and engine mileage, which is also not y.ear. The total. dep;rtme~ 4 per cent. of the total engine mileage includ­~irectly productive, o:rne ared with 5 per cent. in the .previous year. As mg depa~tment.al, a~ ~ail~-a ,5 form the greater proportiOn of_ unproduc~ive th~ shuntibg ti/:Vi~ table ~as been prepared to show the ra.tw of shuntmg m~leage, t 1e00°t · gmi'les on the passenger and goods services of Class I miles per ram Railways:-

I BBOAD GAUGE. METRE G&UGB,

I I

'

, ... I I '

Particulars. Poroontago 1933..34. I 1934-35.

Percentage· 1932-33. 1934-35. of vafin... 1932..33.

I of varia.a

tions with tions 'With 1933-34. 1933-34.

I I --' I

5"07 Shunting miles per 6•61 6'31 5·03 -6·33 6'35 5•43 -6'63. ]00 trnin mHos

I (PasiK'nger and ' proportion of !

mixed). ! Shunting mi1os per 37•0 35'81 35'4 -1·12 31'6 31•9 i 32•6 +2'19'

1 00 train mllca (Goods and pro- I i portion of mixed).

I . '

Engines.-ThtJ work done by engines is ex.pressed by th~ figure " en&"ine· miles per engine per day ". Based on the number of engmes on the hne, this figure shows an increase on the broad gauge from 61 t? 65 _and on the metre gauge from 62 to 65. B~sed on the ~umber of engmes m use, the· number of engine miles per engme per day mcreased from 107 to 108 on the broad gauge and fr?~ 100 tcr. 10~ on the ~etre gauge. The p~rcentage· of engines under or awaitmg repairs m mechamcal and trans.Portatwn work-­shops increased from 16·9 to-17·4 on. the broad gauge, while there was a slight decrease on the metre gauge, vzz., from 14·3 to 14·1.

45. Speed of goods trains.-The average through speed of goods: trains is calculated on the total time taken by a train from the start to the· finish of its run inclusive of stops en route. 'During the year under review the avenwe speeds on Class I Railways remained substantially the same as­in the pr~vious year. The actual figures for 1934-35 were 11·6 miles per train t)ngine hour on the broad g~uge; and 11·0 on ~he metre gauge, as com­pared with 11·7 and 11·0 respectively for the prevwus year. In statement No. 20 of Volume II detailed particulars are given for each railway.

46. Loads of goods trains.-The average net or freight load of broad' gauge goods trains on Class I Railways during the year under review was the same as during the previous year, i.e., 391 tons (steam). On the other­hand, the figure for metre gauge lines on Class I Railways increased from 168 tons in 1933-34 to 174 tons in 1934-35. Statement No. 23 of Volume II contains the figures for each railway.

The main index figure of goods train working, i.e., " net ton miles per engine hour" again showed an improv.ement: being 1,946 for the broad' gauge and 891 for the metre gauge in 1934-35 as compared with 1,927 and 877 for the broad and metre gauge respectively in 1933-34 .

. . 47. Wagon Usage.-T~e ex~nt to which available wagon stock is· uhhsed may be expressed either m the average number of miles run per· wa~on per day (both loaded ·and empty wagons being taken into account) or m the avera~e _number of net ton miles performed by a wagon per day. Both these statistiCal fig?res, however, indicate the work done by the totaf number of wagons on railways and n?t only by the wagons actually in use, ~s all empty w~~ons are _also taken mto account, whether actually in use· r stabled m sidmgs durmg the period that they are in excess of traffic'

Cau-. I\".j TRAX;cPORLU.lvX .\:'\D WQRKI:'\G. 37

requirements. The following table shows the:-:e two results for 19;3-!-35 ,.,_,m­pared with the pre,·ious year :-

.. .l.Z--·!1 cu;es ~r

! ... et t·.m mtlf"S pe-r

wa.g'1n d.sy~ W'3.Cf'll d:1y. -

1933-U. I 193W5. I 1933-3!. 193-hlS.

' Broad gauge . . . . . . 32•5 3.1"8 I 2Sl 3(IS

Metregau~ . . . . . . . ~-s 28"2 ' 13! 147 ! '

The av~rage percentage of unsen·iceable wagons in mechanical and transportation workshops and sick lines to the total number of goods wagons fell from 1~·53 to 9·31 on the broad gauge while on the metre gauge~ the percentage mcreased from 2·46 to 2·56.

Passenger r:ehicles.-Similar figures with regard to repairs of pa~~enger vehicles show an increase from 11·25 to 11·96 on the broad gauge and from 8·43 to 8·52 on the metre gauge.

Turning to indiYidual railways, some of the principal features of the year's transportation working are as follows:-

Bengal Xagpur Railway.-The wagon miles pet· wagon day and net ton miles per wagon day advanced from 27·9 and 265 in 1933-34 to 32-S and 321 in 1934-35, respectively. The net ton miles per engine hour increased from 1,590 in 1932-33 and 1.782 in 1933-34 to 1,830 in 1934-35. The shunting miles per 100 goods train miles fell from 49·6 in 1932-33 and 48·4 in 1933-34 to 44·8 in 1934-35. - Burma Railu·ayo---The engine miles p_er day per engine in use advanced

from 107 in 1932-33, 108 in 1933-34 to 112 in 193!-35- The average wagon load increased from 7·66 in 1932-33, 7·87 in 1933-34 to 8·29 in 1934-35. The wagon miles per wagon dav rose from 25·5 in 1932-33, 30·1 in 1933-34 to 32·3 in 1934-35. •

Bombay, Baroda and Central India Railu·ay.-The net ton miles per engine hour advanced from 2,061 to 2,191 on th.e broad gauge and 1,124 to 1,193 on the metre gauge.

Eastern Bengal Railu•ay.-The. wagon miles per wagon day advanced from 22·7 to 25·0 on the broad gauge and from 2'2·9 to 24·7 on the metre gauge. The net ton miles per wagon day increased from 161 to 178 on the broad gauge and from 88 to 103 on the 1netre gauge. The engine miles per day per engine in use and on line advanced from 107 and 69 to 120 and 83 on the broad gauge indicating a more intensive use of locomotive power.

East Indian Railu·ay.-The net ton miles per goods locomotive day on line advanced from 15,147 in 1933-34 to 16,268 in 1934-35.

Great Indian Peninsula Railwa!t.-Tbe average freight load per train and the net ton miles per wagon day increased from 371 and 374 in 1933-34 to 376 and 386 in 1934-35, respectively.

Madms and Southern ,1/altrafta Railu·ay.-The wagon miles per wagon day and net ton miles per wagon day on the broad gauge advanced from 36·6 and 281 in 1933-34 to 42·4 and 333 in 1934-35, respectively.

His Exalted Highness the Kizam' s State Railu·ay.-The net ton miles per engine hour increased from 1,586 to 1,798 on the broad gauge and from 961 to 1.064 on the metre gauge. The wagon miles per wagon day rose from 35·0 to 38·8 on the broad gauge and from 29·7 to 33·1 on the metre gauge.

North Western Railway.-The net or freight load per goods train advanced from 300 in 1933-34 to 317 in 1934-35. The shunting miles per 100 passenger train miles fell from 8·02 in 1933-34 to 6·86 in 1934-35.

South Indian Railu•ay.-The net train load rose from 236 to 243 tons on the broad gauge and on the metre gauge sections from 152 to 160 tons under steam and from .141 to 168 tons under electric locomotive services

G

. ,. UOU!D OX JXJliAX H.UI.WAYS FOH J!J:J:.l.35. lCrup. IIE!'OI!T I!Y TH~: 11.\!1,\1.\, · . • .

3S

. ton miles er wagon day advanced from 203 to ~ respe<:trn•ly. The net d from 99 ~o 105 on the metre gauge. on the broad gauge an f 11· · bl h

t n of passenger trains.-The o owmg ta e s ~ws t 48. Pu~c ua_l Yger trains not losing time to total number of trains r

pereentage o passen 'd 'th 1933-34 on Class I Railway:-during 1934-35, as compare WI ,

AJI trains {incloding Mailllnd Othe, electric important )Ii~ed Suburban

- mnltiplo through train-;. trains. paase118 unit trains. traina,

trains).

Rroad Gauge. I

88'1 82'9 85·7 89•4 85•3 1934-35 . . . . . gs·s• . .

87•0 sa·o 84·3 89·6 84•6 1933-31 . . . . . . 93·4•

Mdrt Gauge.

1934-35 . 88'0 87'2 87•0 95•9 85'8 . . 97·3•

1933-34 S7·2 >«N 86·5 95·7 I 85•2 . . . 9l•J*

• Bombay • .Barod!l and Centml India. GfO.l.t Indian Peninsula and South Indian R:J.ilways' olootric multiple unit tmina.

It will be seen that on the broad gauge, although the percentage. of mail and important through trains and suburban ~stean;t) trams not !osmg time shows a slight fall, th.ere has been an appreciable Improvement m the running of all other passenger trains. On the metre gauge, th~re has bee_n a substantial improvement in the running of aU passenger trams and this has been particularly marked in the suburban (electric) services.

49. System of Ticket Checking.-(i) Assam Bengal Railway.-The only important change during the year was a re-arrangement of the hea?­quarter stations of the travellmg ticket examiners, so as to provide for their better distribution over the system. The establishment was also incre<tsed by the addition of five travelling ticket examiners.

Intensive checks made over selected sections of the line showed that considerable revenue is still being lost.

(ii) Bengal and Nol'th-Westem Railway.-The travelling ticket check­in"' staff is divided into ten sections. There are three supervisors who are re~ponsible for seeing that the work of the travelling ticket examiners is efficiently carried out. One special gang is utilised on sections where it is suspected that systematic frau.d is prevalent. This gang is sent during melas to help the regular staff at stations and on trains.

(iii) Bengal Nagpur Railway.-The traffic department previously con­;rolled the collection and check of tickets at stations and from May 1934 .t also took over from the Audit department the control of ticket checking n trains and the organisation was placed under the control of an Assistant Jommercial Officer. The strength of the trav~lling ticket checking staff is l34. Seven temporary travelling ticket collectors were appointed during he year to cope more effectively with th.e illicit travelling prevalent in the 'Iowrah-:M:acbada suburban section and the extra staff paid for itself.

Arrangements were also made with certain local Governments for the •ttendance of magistrates at important stations so that cases instituted llld~r the Indian Raihyays ;Act might be more expeditiously dealt with. A pectal batch. of travellmg ~Icket inspectors made a thorough check of trains n _areas adJacent to statiOns at which these magistrates sat, with very atisfactory results. . Apart from. the check of tickets by travelling ticket ~spec~o~~· the practice wa~ contmu~d ?f making surprise checks by staff ;mpo1auly ~wallable orgamsed by D1str1ct Commercial Officers and District ransportatwn Officers.

BOMBAY., BARODA AND CENTRAL INDIA RAD...WAY.

All-electric power signal interlocking lever frame with illuminated signal and trac:k diagram and Block Signalman'• table at Sandra Station.

{;R.I.P. IV.] 3[)

(iv) Burma Railtray.<.-There has been no ~han«e 1·n th - ··t f 1 k · · k 0 · ' ' ,., e ~' ~ em o e It'\' -mg tic ets. ~·mg to the len~h o~ the section whieh was p.revioush· !!:i,·en to the upper ~) mg squad. ~~ mtens~ve check of trains could not be n1a;le on the :Mu-\ allej, an? an add1t1onal flymg squad was therefore constituted with head9uarters at Kanbalu. and the sections of the other three squads were readJusted.

(v) East Indian Rnilu·~ty.-The system of checking tiekets and their collectiOn, ~s recon:n:ended m the Moody-Ward Report has been continued. The followmg additional steps were taken to prevent ticketless travel:-

(a) twenty-four ~o?r concentrated smprise checks at stations undt•r the supervision of responsible officials:

(b) iss~e of platform tickets at stations where thev were not preYioush· ISSUed; . .

(c) check of ice-vendors' compartments. as a result of which a number of ticketless passengers and unhooked parcels were detected:

(d) check of workmen's trains; (e) special checks carried out under the supervision of the Accounts

and the Watch and 'Vard Departments; (f) dir~ction of ht;Jlders of short journey tickets at ~rtain stations

mto a specml compartment to ensure that thev detrained at destination; ·

(g) removal_ of mendicants and unauthorised persons from railway premises;

(h) posting of porters or other available station staff on the off-side of trains and at the end of platforms to prevent passeno-ers lem·in"' by unauthorised exits; o "'

(i) the co-operation of District Magistrates led to more Railwav Magistrates being appointed to deal expeditiously with railwa~· cases;

(j) check of trains in the presence of Railway Magistrates. A considerable number of passengers, however, continued to travel

without tickets and the question of strengthening the ticket checking staff was taken up.

(vi) Eastern Bengal Railway.-There was no substantial change in the system of ticket checking. The " Alternate Crew Check " on the suburban section and the " Moody-Ward " system on other sections were continued as in the previous year. Four special inspectors were, however, appointed. The appointments made during the year of special Railway Magistrates at Katihar and Kishanganj to deal w1th cases instituted under the Indian Railways Act will facilitate disposal of such cases.

(vii) Great Indian Peninsula Railway.-Travelling ticket inspectors supervise and check the work o_f ticket collectors at stations and also travel over their resp.ective lengths to collect excess fares and penalty charges from passengers without tickets. They also conduct when necessary the proseeu­tion of passengers travelling without proper tickets.

A permanent flying squad is employed on the Bombay Division. Flying squads are similarly arranged by Divisional Traffic Managers, whenever possible.

The Crew system of cheeking tickets was continued on the sections Bhusaval-Harda and Bhusaval-Badnera.

(viii) Jodhpur Railway.-Besides . the usual checks applief_l by the travelling ticket examiners the followmg measures and precautions were adopted:-

(a) special vigilance at junction stations where illicit traffic mostly originates;

(b) watching off-sides of trains at halts; (c) watching short journey ticket holders;

40 '\' .,. iJOUW Q~ l~D.U~ R.ULWAYS FOR }t):J.t-3.5. [l'nAP. I'

REPORT BY THE RAIL• ·" ·

· tl t tion staff at small stations,. where ~he staff canna (d) gettmg Je s ad' ants from entrainin" without tickets, to dra1 prevent men 1c P h

the attention of the trarelling staff ~-o sue person~. . . . d S t!.ern J/akratta Rmlu·ay.-Trawllmg twke

(~x) Jfaddas t~: cont~~I 'of District officers work to a programme·o: exammers _unk er . ni·ng trains They are also used to augment tht h ck of tic ets m run · • · 1 z c. e 1 · t ff t stations on special occaswns, sue 1 as me as, etc.

ticket col ectmg s a a . . d · · . Stationary and travelling t!cket exam_I~ers are employ: as a speCia;

d ·I ··th the exceptwnal conditwns prevalent m the Madra. squad to ea " I · · · · d 1 suburban area Headquarters travelling ticket exannmng sq~a s_are emp oy.

d f 1 rt · eriod 8 over selected sections to check all trams m the area. e or s 10 p b · · d c t ·n subordinates of other departments have een. mVIte. to co-operat!ri~1 detecting and handing over ticketless travellers with satisfactory results. .

(x) !fis Exalted Highness the Nizam's State Ratlway.-Th_e check on suburban trains of both gauges was p~rformed by_ ~ cre\V of SIX. to s_even travelling ticke~ collectors under the direct supervi_swn o~ !ravelh?g twket inspectors specially selected for the work, all trams bemo checked every day. . . .

During the first fortnight of each month, travelhng _tic~et mspectors headquartered at Purna were formed into batches each c?ns1stmg o~ two for the purpose of making surprise test c~.ecks on all ~rams, ac~o.rilrng t? a confidential chart, each batch concentratmg on ~ par~Icuia: sectiOn. Durmg the second fortnight of each month the trav~llmg trcket mspe~to:s worked sin~ly to a roster which provided for a darly check of certam Important trams and others at frequent intervals.

At Secunderabad two batches each consisting of two travelling ticket inspectors made surprise test checks on all trains (working to a confidential chart) throughout the year, one batch concentrating on the broad gauge, the other on the metre gituge. The remaining travelling ticket inspectors at Secunderabad worked to a roster which provided for a daily check of important trains at frequent intervals. The arrangements made last year in co-operation with the local Government for magistrates occasionally to travel over the line accompanied by a special batch of travelling ticke_t inspectors and police so that those detected without tickets might,_ where necessary, be placed immediately before a magistrate were continued.

. (xi) Nortk. Western Railway.-As a special measure groups of special ticket examiners were split into sub-groups of two men (and in some cases one) in order to check a larger number of station~. On the Karachi, Quetta and Rawalpindi Divisions the experiment of providing special ticket examiners with spring balances to weigh passengers' luggage was tried and the intro, duction of similar measures on other divisions is being considered.

The United Provinces Government agreed to detail magistrates at cer­tain railway stations to try cases of ticketless travelling and accordingly a, !flagistrate was detailed to sit at Meerut city. This bad the effect of reduc~ mg the number of cases detected in that area. . . ·. : , (xii) Rokilkund and Kumaon_ R;tilway.-. The duties of travelling ticket .hec~ers are cha~ged. wee~ly. Prmcipal.tratns are checked almost daily and [)artiCular attentiOn IS paid to the checkmg of branch line trains. . . , . One of the two i~portant changes made in the procedure adopted. 11th;;rto has been a ~ertes of surprise raids in collaboration with Railway ~fag1strates a_nd their staff. These checks proved efficacious both in the re~overy of radw~y dues and a reduction in the number of persons travelling >nthout proper tickets. · '

. Three addition~! travelling ticket ~ollectors and one travelling ticket tns])cect?r were _appomted to serv~ as a ffymg squad and make surprise checks 11nder ~~struct10ns fr?m an Assistant Traffic Superintendent in charge.

(x!u) 8_outh !ndtan Railway.-197 travelling ticket examiners and 14 travelhng ticket mspectors were utilised for checking trains. 20 travelling

CILll'. I\'.]

ticket exa~iners a~d 4 tr<:Yelling t_icket inspectors were retained at h~ad­quarte:s, t _e remamd~r bemg distnbuted on the six districts. Thl' twt>ntv travellmg ttcket exammers at hea_dquarters were divided into four sqH<Hls·. but_ two of the~e squads were ~nt_hdrawn to make an intl'nsiw check of trams . on ~ectwns. round Tncbmopoly Junction. Passengers deteded travelhng w~thou~ trcke~s on these sections and refusing to pay the exc.-ss fa~e _due v;ere m~medrately produced before a Spet-ial ~la<•istrate at Tnchmopoly Junction. "

50. Road Motor Competition.-The question of eo-ordiuatinu- the development of road and rail transport facilities has continued to recei~e the attention of the Government of India. In the report for 1933-34, it was stated that the Gover~ent of India were in correspondence with local Gov­ernments. as to the actiOn to be t~ken t? implement the resolutions adopted at the ~Il-~oad Co~ference held m Aprrl, 1933. This correspondence led to a meet~ng be.mg ~el_d m January, 1935, of a body called the Transport Advisory Council which It rs hoped will be a permanent institution. It consists of the members of the Governor-General's Executive Council in charge of matters relating to co=unications and representatives from each Go~ernor's pro­vince, ordinarily a .Minister, each with one or two technical advisers. At the meeting referred to, the Council formulated a precise statement of policy to secure the co-ordinated development of road and rail transport. This statement has since been placed before local Governments with a Yiew to its adoption by them. In addition to these steps to secure a sound policy in the future, the Government of India have always administered the Road Account, which at present forms the chief source of funds for the develop­ment of roads, in a manner designed to avoid undesirable competition between motor and railway traffic.

Meantime, the question of taking steps to ~eet the com~etitive conditi?ns created by the running of road motors has contmued tu receive do~e at~en~10n on all railways. Brief particulars indicating the position on cer~am prmc~pal railways and of what has been done during the year under renew are given in the following paragraphs. . .

(i) Assam Bengal Railway.-This railway is not subject :o c~mpetiti?n from road motors to any great extent, but the Impro~ement o~ ~oads a;nd pr.o­vision of road brid"'es, specially in Assam, are creatmg ~ position winch will need careful attention. The principal development dunng the year was the growth of road competition between Karimganj a~d Sylhet Bazar aJ?d on t.he Chittagong-Dohaza:i line. _T_he number of trams on these sectiOns "as increased to meet this competitiOn. .

C) Bengal and North-Western Railway.-qompetition is not serious "ci presei:t principally on account of the comparatively blow f~res.:.harg~~l a~v the p~r condition of roads running parallel to or s ort-c1rcm mg Iai " " lines through the greater part of the system. . . . .

(. ··) Bengal Nag,ur Railway.-Reduced third class smgle JOUrney tiCkehts 111 r uo-e svstem and on t e between certain stations on the Satpu;a nar;ow ga " J

Dhamtari Railway were introduced, w1th satisfactory results.. .

Special rates lower th~n. the hal~ pharcels rate: lr£! ~=~~~~bl:t:!~~~e~~ the Ranchi-Lohardaga sectiOn to Howr~ we:e quode h d fruit traffic which it was found was bemg diVerte to t e roa ·

I d" R ·z ,au No new measures (iv) Bombay, Baroda and Central n za az u ~ .-er traffic but the were taken to meet roa~ comp~tition as regar~:relf~~l;n~atched a~d it was effect of measures.t::ken md pdrevio~s~:rs ;::ain extent on some sections. found that competrtron ha ecrea~e a . d tb Bombav

. d . 1 traffic has been experience on e " CompetitiOn as regar ~ paice s n taken b -local canvassing and the

suburban section, and action _has ~e~he disposal of the trade to meet this placing of a motor lorry service a . competition. · · · d.. t d bus <:ervices between

'l (a) The co-or ma e - . d (v) Burma Rat ways.- d K _ k daun<> and Yenangyaung contmue Kyaukpadaung and Chauk an yau pa , · .

42 HEI'OHT BY THE IUILWAY HO.\l!D 0~ 1:\J>.IA:\ IUIUL!.YS FOil J!l:J.l-3.5. (Cn.\P. IV.

h . . d the parcels traffic continued to im pro\'e to function th_roughout t e ) ear, an . tered into with the Tavov Motor n these services. An agreement was en . I be . • h . 0 • ·I C an for the carriage of railway parce s t\\een ~ e rail

h~:d Cftt ~e ::::r T!:oy to provide through_ booking between all statiOns. on the railwa . and Tavoy. The traffic on t~IS route has been very good smce

h · J f thi·s new service and promises well for the future. The bus

t e openmg o . T " y service has also popularised the rail route to avoy vza e. .

(b) Passenger traffic.-The local trains which had been runmng between Toun

00 and Penwegon were extended to run _between Toungoo and_ Ny~ung-

1 1 · g A se1·vice of two local trains each with two coaches was InStituted

be~~~~~en Letpadan and Paungde. This section has been one _of the ':o:st sufferers from bus traffic, the road running parallel to an~ practiCally adJOin­ing the railway line for ~he whole distanc_e. Th~ trams re~err~d to sto~ at certain busy level crossmgs betw~el!- statwns adJacent to big VIllages fot the purpose of entraining or. detrammg passengers. A great deal of the lost traffic has thus been regamed.

(c) Ot!ter than passenger traffic.-. ~ompeti_ti~e rates were introd_uced where necessary, and in certain cases stdmg or similar cha~ges were waived, bl t the loss of goods traffic to the road now presents a senous problem. In th

1e case of paddy to up-country mills alone, it is estimated that th_e railway

now loses possibly 60,000 tons pe: ann~m to the road representmg about Rs. 1,50,000 in freight. The lowes _which take load~ of paddy to th~ UJ?· country mills often get return loads m the form of nee, and where nee IS

taken to Rangoon, the lorries again get return loa?s in _the form of higher g1·ade commodities. It is probably not an unfair estimate to place the present total loss of goods traffic~~ the. road at. Rs. 4,50,000 per ann'!m. !he question of meeting this competitiOn IS rece1vmg very careful consideratiOn,.

(vi) East Indian Railway.-The number of omnibus services operating in the areas served by this railway at the end of March 1935 was 282, show­ing no increase over the figure for the previous year. The action taken by the railway to meet competition reduced by twenty the number of buses licensed for operation on competitive roads and short-circuiting roads. On the other hand, there was an increase of 63 buses in the number licensed for operation on feeder roads.

Cheap return tickets were being issued on 37 sections, nine of these being additions made during the year. With these reduced fares was com­bined. whenever possible, an improvement in travelling facilities bv the running of light trains and the opening of halt stations. Action was also taken to give greater publicity to the reduced fares introduced. . (vii) Easff'!"n Bt>ngal Railway.-Cheap lower class return tickets were mtroduced on the Rupsa East-Bagerhat section. The introduction of third class ordinary return tickets at one and two-thirds single journey fares, ~nd th~ir ~v~ilabi!ity for a minimum period of tw? days after the day of Issue will. It IS beheved, act as an effective check agamst road competition.

Apart from the Ballygunge-Diamond Hat·bour section, motor services elRewhere have not been able to extend the scope of their activities to the detriment of railway revenues.

_(viii! G!·Pat Indian Peninsula Ra-ilway.-Competition from road motor servit'es contmued to be keen throughout the year and measures were taken to regain lost ::-oac~ing !Lnd goods traffic. Besid~s adjustments in train timings and reduct!on m tht~d clas~ fares on. certain sections, an intensified pas­senger serVIce b)_' a J?Iesel raii_car was mtroduced on the Pulgaon-Arvi Rail­way .. A reduct.wn m the bas1s of charge for lower class traffic from 4 pies to 3 pi~s. per mile. was ~!so made f~om 1st January, 1935. As a result, bus compct1t10n on thts sectwn has received a definite check .

. Frequency of ser~ic~, run~ing o~ special trains, strengthening of the raJ,es of the alreadr eXIstm~ tram serVIces, and the quotation of reduced third class fares, were among tne important measures adopted to dive1·t pilarim traffic from tl1e road to the rail. 0

TIU .. '\~l'ORT.!TIOX .!...'\D WORIU..'\G,

Reduced rates \Yere ah;o quoted f . diversion by motor lorries of tratli 0~ cer

1tmn c~mmodities to prewnt the

- c pre\ wus v earned bv nil _ (1x) 1lladras and Southern Jlaltratta R~- - ' · _

pet1t10n so far experienced is in con t' :!u-ay.-The most :;enous t'<.llll­

IS evidence that competition bv bu-ll~ !Od rlth pas.."t'ngei·_ traftk, but there parcels_ 3:nd ~ertain classes of .;ood~:a~ OITies ts. ~I:O':mg m respect to competitiOn for pmssenaer tr·

1th"' · 1 d c. The me,t:,ure, taken to ct>unter

. o c: c Inc u e :-(a) Improvements in the train service· (b) fiat rate reductions ov c· ' b . er sec IOns or t·;mches of the railway; (c) cheap r~turn ~ourney tickets between competiti,·e point,;; (d) cheap smgle JOUrney tickets between competitive points.

In regard to (a) much lias b d . . reducing the overall time of train een I one t? Improve th~ tnHn :;ervke by to the groupina of trains at · ts_. ~ pardtiCular, attentiOn has been paid . "' June Ions m or er to avoJ'd lo h· It- r

r1ence has shown that addit" 1 · ' ng a "'· LXpe-tion from the roads ar twna. _tralmsl, as a ~easure of combating competi­

' e no par tiCu ar y effective With regard to (b) flat rate · d t' . . · ·

h b t . d b ' re uc Ions O\er certam sectiOns nnd bnnehes

ave een ne ut here again e- ·· h h ' one to be adop~d 'th . . xpenence . as s own that the measure is WI cautiOn If a net loss IS to be avoided .

. , As_ regard~ (c) an~- (d), cheap_ return journey tickets between compcti­t~\e pomts have met w~th a certam measure of success, but it is not con­sidered that these effe?t!Vely counter bus. services. The greatest measure of suc~e~s has_ been obtamed w1t_h ?heap smgle journey tickets between com­:petitJve pm~ts, but here also It IS necessary to proceed with caution if loss IS to be avmded on account of the rebooking which is liable to occur. It is also necessary 1? ensure that sufficient potential traffic exists and is likely to be ~ttr~cted m order to offset the loss which is inevitably involved by a reductiOn m the fare. •

Competiti_on for parcels traffic is mainly confined to perishables such as betel leaf and 1t has been found necessary in the case of traffic for the Bombay ma~·ket to reduce parcel rates in conjunction with the Great Indian Peninsula Ra1lway from stations near Poona. -

As regards goods traffic, the principal competition co~sists of either-( a) cases where the railway is considerably short-circuited such as

Miraj to Bijapur, or (b) cases where traffic is conveyed under special conditions.

To meet (a), the only possible counter measure is rate reductions. To meet (b), service and facilities are of importance. For example, hides

and skins which are sold by weight are readily susceptible of transfer to the roads owing to the loss of weight which occurs during delayed transit by rail in iron wagons. A recent development is the transport of matches by road due to the adoption' of a cheap form of packing which does not conform to the regulations prescribed for the conveyance of matches by railway.

(x) North Western Railway.-Severe competition from road motors for passenger traffic still continues to be experienced on certain sections. A new feature of this competition has been the formation of organised companies which run motor services to regular timings and at fixed charges. Their activities extend also to parcels and goods traffic, the commodities most affected being fresh fruit, vegetables, piece-goods, wheat, groceries, haber­dashery, ghee, etc.

In order to check these activities and to re-divert passengers to the rail­way the policy started in 1931 of issuin~ chea~ single or one (or _two)-day return tickets has been pursu~d. The tran~ serVIces have also bee~ Improved and accelerated and a campaign of canvassmg for passengers earned out.

Competition in parcels traffic is most~y felt in regard to fresh fl'uit a~d vegetable traffic. Low rates have been mtroduced for smalls, and special concession rates for wagon loads.

I!E!'OnT Iii THE HHL\L\1 !iO.UW OX IXDUX 1!.\ILWA1S FOR 19a.l-3;;. [CHAP. n·.

· t' n in oods traffic is mostly felt for distances . h ~h~0effe~t of ~~~;;::~~;oare mfde to regain the traffic by i~proving the

Wit _m v IDJ ~s. au~z·aJJteed vans relaxin£! conditions of packmg and car-servzces, runnmg " " ' ~ · . t . . · "\"\'h h ·ever such measures do not Impwve mat ers, very naue etc. en, 0 " ' d d I th ·o ity f IO\\~ ~tation-to-station rates are intro uce . n . e ma.J r o cases, h

· · 1 1· ·ed that 1't would have been easier to combat road com-owever It IS Je ze\ · · · · 1 d · · · ''f 't · 1 ot for the extensive and mdzscrirnina:te over oa mg of fJetztJon 1 1 nere 1 · lorries. . .

The newly organised Sal:s branch has also started canvassmg for traffic in towns viJlaaes and mundtes.

{xi) '!lis E?.xalted Highness the llizarn's State Railway.-The Railway Road Mechanical Transport Services took ov!r the M~hbu~nagar De:arkadra road paralleling the rail.way line,_ and the ~and~r-Hmgoh road whiCh short circ.uits and competes directly w1th the Hmgoh Br~nch. Most other com­petitive roads are at present worked under monopolies and cannot be taken o\•er until these expire in July and August, 1936.

(xii) Roltilkund and Jlumaon Railway.-With a view to combat bus competition, tile following measures were adopted:- .

(a) Intermediate and third clas.s r~turn tickets were issued at _c<;m­cession fares over the mam line from Lucknow to KasganJ m­cluding Bareilly-Kathgodam section.

(b) Retmn third.class tickets were issued from stations on the Bombay, Baroda and Central India Railway between Agra and Kasganj to Soron 1•iti Kasganj at It fares to divert meta passengers to the railway.

(c) Light passenger trains were run with speed accelerated between Bareilly and Kathgodam and Bareilly and Pilibhit .

.Motor buses are attracting goods of a perishable nature carried by rail as parcels for short distances, but competition in respect of goods traffic l1as not yet been felt.

(xiii) South Indian Railway.-Competition from motor buses has affected both coaching and goods traffic. Cheap third class single journey fares have been quoted on certain sections, and this has tended to check the expansion of road services. Other steps taken include improvement of travel facilities by the introduction of fast passenger trains, the running of addi­tional trains at convenient timings and the stoppage of certain trains at level crossings near villages. · .. Reduced rates ~ave been quoted, where necessary, for certain commo­

dities norm~~;lly carried as par~~]~ traffic and also for others generally carried by goods trams. Further facilities have been afforded by arrangements being made for quick transit, etc.

51. Mela. Traffic.-During the year under review further efforts were made _to. faci!itate dealing with the large influx of passengers visiting places of rehgwus ImJ~ortance, and to enco~rage pilgrims to visit such places. In some cases spec~al rates for return tickets were quoted in conjunction with steamer compames .

. The following are some of the more important melas which occurred durmg the year :-

. (i) The. A I'd hodaya Y oqa 1ll ela at Sitakund, in Calcutta, and at ~arzous statwns along tlte banks of the Ganges.-This fair occurs about once 1~ ~~I years .. From the Assam Bengal Railway nearly 75,DOO passengers ~ 1 a:e e_d to Sztakund, the Bengal Nagpur Railway conveyed 70 000 by special

rtm_ns._mto C'a!rntta, and the number of pil~rims who attended the melas 11 ~ mwus l'tat 10ns on the Beno-·11 d N th ,oxr R · 115.000. · <-' an or - ., estern allway totalled about

. (ii) :-lrdlwda!lfllll in tlte Jlarlras P1wiilency.-This occurred at Dhanush-korh. ChmQ;leput and VedaranniYnm and the ·so th I d" R ·1 · d 119,000 pilgrims to thel'e Rtations. ' ' n n Ian a1 way carne

Tlt.!.XSPORTA.UOX A.XD WORKIXG.

(iii) TAe anniversary ceremony of thP Jj 11[,w,111d' 1

,. r· 1-.

1 'E Id" R"l .. ~.~ tl( nu, lr•tnt-sarnath on ttte ast n zan a1 u·ay.-ln collabo1·at1·0 n w1·th t · . . . . . . cer am "t.>amer coD_lpames an. extensive JOmt publicity campaign was undertakt>u in the Chitt_agong I-llll trac~s and Arakan Coast territory, to stimulate Buddhist pilgnm traffic for this_ cerem?ny and to other places of Buddhist intere-t served by the East Indmn Railway. ·

Concessions in fares granted were ad,·ertised bv means of illu"trated fol~ers and C?lo~red letterpr~ss poste~s printed in Ben~ali and Burmt.>~e. which were _d1s~nbute~ ar:d displayed m traffic areas through various Bud­dhist orgamsat1ons, Dtstnct Boards, clubs, etc.

(iv) Magh Mela at Allahabad.-This mela \Yhich occurs every vear i:< very large~y a_ttended. and an i~~ensive ~dvertising t'ampaign w1i:;; ·under­taken to give 1t the widest pubhc1ty possible.

(v) Khwaja or Urs at Ajmer.-The number of pil<Yrims who attended was 36,569, an increase of nearly 13,000 over the previo~1s year.

(vi) Pushkar fair at Ajmer.-The Bombay. Baroda and Central India Railway opened a temporary enquiry office to give information to passenooers regarding the. facilitie~ <?ffere~. aJ?d gener~lly to ass!st in l!lntt_ers _of tr~·e\. Special handbills contammg bnef mformatwn regardmg their pilgnm centres were also distributed for the first time to the 72,700 pilgrims who visited the fair.

52. Wagon position.-During the year under review, the demand for wagons was not in excess of the stock available except for the first two weeks of February 1935. As compared with the previous year. the number of wagons loaded was more by 200,540 or an increase of 5·05 per cent. Despatches of coal increased by approxima~ly 1,563,668 tons repre­senting an increase of 9·28 per cent. over the previOus year.

53. Neutral examination of interchanged wagon stock.-The staff working under the Director of _·wagon Interchange_ con~inue_d to examine wagons interchanged between railways at the followmg ]UnctiOns:-

Agra Cantonment. Khanalampura. Ajni Nagpur. New Delhi. ChheokL Raichur. Ghaziabad. Waltair.

The system of neutra~ umpires introduced_ in July 1932 at Gon10h and in February 1934 at Katm Murwara, was contmued. . . .

54. Railway Collieries.-The output_ from the. prmcipa} railway­owned collieries during 1934-35 compares with the previous years output as follows·-.

I Output (to .. ).

Colliery. Owned by

19:!3·34. 1934-35.

1. Joint Bokharo E. I. &B. N. . . 551,650 672,266 . - . 56,097 59,235

2. Joint Sa wang E. I. & B. N. . . . . 644,3('3 771,137 3. Kurharbaree and Serampore . State . . . -

4. Bhurkunda . State . . . . 103,348 104,113 - . . 495,934 445,172

5. K.argali State . . - . . . - . 195,155 251,316

6. Argada B.N. . . . . . . - 50,719 106,265 7. Talcher B.N. . . . . . .

& c. I. and 141,386 118,420 8. Jamngdih B., B. . . . .

M. & S. )L

9. Talcher i\I. & S.M. . - . 185,062 141,916 . . - 83,486 122.895 B., B. &. C. 1. 10. Kuraaia . . . . . .

I[

.

46 . ARD OX INDIAX RAILWAYS Jo'OR 1934-35. (CHAP. IV.

l!El'ORT BY THE R.tiLWAY BO • ' · •

State Railway Collieries. - . d c zr -Ow ina to continued restriction in. the output,

(1) IJ!turkun a o _tery. '? h ear. New sub-statiOns for the no de~elofment wor~ ::he~cl=c~~~~r~~uip~ent were built in No. 2 Kurse contro. o pu~ps an inclines The electrification of No. 3 Kurse incline h~~la~~-c! (;:~~s <:omplet~d. and the haulage brought into. cm~Jmis~ion. ,1,.11 b~ildin~s plant and machmery and power holsh we~t ma_r~~~med fmha ~tisfactory c~ndjtion. The supply of labour, hea t an sam a ron o t e colliery were satisfactory. . _

(ii) Kargali Colliery.-A new travelling road froll?- the prts to No .. 3 uar was opened. This constitutes a sep_ar~~:te travellmg road for the prt

~1 bou'l and leaves the pits free for coal wmdmg throughout _the 24 _hours. An endless haulage was installed on ~be west _srde of t~e pits. This_ ~as worked satisfactorily and development IS now bemg made m _the area adJ?lll­ing the Dhori boundary. The p~nver house, all_ <:olhery machmery and bmld­ings were maintained in a sat1~factory con~twn. The supply of labour, health and sanitation of the colhery were satisfactory.

(iii) East Indian and Bengal Nagp_ur Railway< Joi~t Saw0;ng Colliery.-No constructional work was carried out at this colliery durmg the year under review. The labour suppli: was adequate and_ the health of the community was good. No reportable accident occurred durmg the year.

(iv) East Indian and Bengal Nagpur Railways'. Join! Boklu:ro {,'olliery.-No new constructior: work was undertaken at this ~lhery durmg year under review. All screenmg plants, haulages and pumpmg plant have worked satisfactorily.

(a) Quarry No. 1.-The three portable electrically driven pumps have been put into commission to deal with the water at the bottom of the quarry and are working satisfactorily. ·

(b) Quarry No. 2.-A new haulage gallery is being driven under the railway to replace the existing galleries. Vlhen ~hese are connected a large area of coal will be released. Owing to the corrosive nature of the water it has been decided not to instal electrically driven pumps at this quarry.

(c) Quarry No. 3.-A new pipe line bas been laid from the main air compressor to this quarry. The small and inefficient compressors have been released and economy and increased efficiency have been effected. Arrange­ments are being made to sink a new pumping s~aft to t~~ S~lUth of the p~es~nt one in order to release a large area of coal m the VICimty of the existmg .shaft. The proposal to instal electrically driven pumps at this quarry has bren abandoned as the water has very corrosive properties. Labour supply bas been plentiful, and the health of the community generally has been good. Three sporadic cases of cholera occurred during the year. There were no other infectious diseases. 1,527 persons were inocculated against cholera as a precautionary measure. No fatal accident occurred during the year. Nine persons were seriously injured during the year and all were successfully treated and cured. ·

(v) Giridih Collieries.-(a) Serampore Colliery.-Difficult conditions st~ll prevail in several districts, but the output has been satisfactorily main­tamed. The underground fires have been kept under control in all cases. There have been no fresh outbreaks· ?f fire. The. ~derground haulage ~ystems have worke~ welL A new and Improved auxiliary haulage is being mstalled to deal with the coal from an area situated at a considerable distance from the main dip haulage.

Drep Pit.-A good output has been maintained and conditions under­g~·ound have ?een s~ti?factory. Development through the dyke has been difficult and. disappomti!lg a~ the coal seam has thinned out in the develo -ment gallenes. The_re Is eVIdently a _faulty and disturbed area to dri~e ~hrou~·h before reachmg coal of good thickness and quality Th 11 " t 1 b t · . . · e new screen-

1,., p an ms een pu mto commiSSIOn and is working satisfactorily.

CHAP- IV.] TR.I...'\SPORLI.T.IOX .L'\D WOR.IilXG.

16 A Pi~.-Conditions in the fire a . not been possible to build the dam t :-ea remam much the same. It has in the fire area owing to the dan!!er:ufre~e3_t _the leakagt> of water impounded made t_o get into the seat of th~ fire :~ r~I~ns of ~e strata. -~ effort was ture vnthm the dams. On the other hand h ed owmg to the ~1gh tempera­severa_l degr~s lower than it was a e ;,. t e ~~mperature registered is now so active as It was. . Y ar a,o w Ich proves that the fire is not

. (b) ~urharbarf!e Colliery.-Difficu!ti h _ . mg coal m some areas, but the necessa es a\e been expenenced in extract­

~' ry output has been raised 1> os. 1 a.nd 2 Jubilee Pits D 1 ·

dyke to the east and north ha;-;;;ad;e opdent of the new area through the to accommodate the additional 60 00~00 ftrogress. The new pump house completed. ' ga ons per hour pump has heen

J oktiabad Pit.-One of the hi h lift urn · transferred to this pit during th g P ps at No. 2 <:;e~tral P1t was units. An improved reconstructed\r~j;O';oe::i~lllleefnotr tthhee mexa·~stihng lpumpin,d~ has been p t · to · · - " o m au ao-e roa

t. h bu m co~mtsston and ts working satisfaetorilv and no diffieul-Jes ave een expenenced. ·

. Sariaba~.-Conditio~s underground continued to be satisfacton· Mam gallenes were dnven to tap the water I·n Jd k, · · · · D h · h' h h · some o wor·mo-s at o~o am,_ w tc . ave been waterlogged for over 27 years. This has"~n satrsfactonly earned out and all the water has been dra· d ff Th' ·n b k t me o . 1s area WI e _ep as a reserve Of coal to meet emergent requirements at anv time.

Kal~maran.-This shaft was re-opened during the year and devel~ ment at the southern lJ?undary has been re-started in order to provide w~·kin places as the coal m other areas becomes gradually exhausted. g

(c) dBybe-Products-Coke Ovens.-The outturn from the bye-product coke oven an enzol plant was as follows :-

(1) Coke (2) Tar (3) Sulphate of Ammonia (4) Sulphuric Acid (5) Benzol (6) Rectified Solvent N aptha

Tons cwts. qrs. 19,974 2 0

892 0 1 221 4 0 315 13 3

29,718 gallons. 1,799 "

There were 13 accidents at the collieries; of which 4 proved fatal. All plant and machinery have been maintained in a satisfactory work­

mg order during the year under review. (vi) Bombay, Baroda and Central India and j}Jadras and Soutl;Prn

Maltratta Railways' Jarangdih Colliery.-Owing to the restriction of output, the progress in gallery driving was limited. Tbe system of keeping the airways wet to prevent explosions of coal dust was extended to cover the whole of Nos. 1, 2, 3 and 4 east and west main roads and Nos. 1 and 2 dips. All main rise airways are naturally wet throughout and do not require this precaution. Work was discontinued in Nos. 1 and 2 quarry inclines as the orders for coal were insufficient to keep them going. To reduce expenditure the underground plant was withdrawn and no pumping was done. The existing plant was maintained in an efficient working condition and no addi-tions were made during the year. _

(vii) Bombay, Ba1·oda and Central India Ra!lway'~ Kurasi~ Colliery.­The following principal works were done at this colliery durmg the year

under review :-Buildings.-6 blocks of labour quarters were erected. Power House.-The building of a Condensor circulating tank was

completed. Electrification.-. -The wiring of the hospital, power house, river pumps,

fan house and 4 blocks of labour quarters, was completed. H2

48 HEI'OI!T llY THE JU!LW.H IJO.H!D 0:\ !XJJ.!AX I!AILWAYS l<'Olt l\J.3.1-35. [ClUP. IV.

Gantry scrreninq plant.-The erection of the coal gantry and_ screening Jllant was. ~ith the ·exception of tl1e concrete floor on the east Side of the picking belt, completed. . . . .

( • zz· . "dt" g -The work on the extensiOn of the colliery sidmg was o lery ~~ n . . . f I" k" .· h th n carried out and finis!u~d with the exceptiOn o m mg wIt . e .oengaJ Nagpur Railway line. _ .

Decelopment underground.-A progress of _9t3 feet ?f gallery dn~age was made. A coal cutting machine and electric locomotive were put mto operation in No. 2 incline-

(viii) Jladras and Soutltern jyJaltratta ~ailway's Talcher Colliery.-The development of this colliery proceeds stea~dy. Recently, a fault has been met and trial borings indicated th~t there rs a ~own throw of about 80 feet and both the top and bottom seams appear to thm out.

(ix) Bengal Nagpur Railway's T~l~her Col~iery.-The development_ of this colliery is still in progress. Ra1smgs durmg the year under review amounted to 108,321 tons.

Coal mined in Jndia.--In 1934 the coal mined in the various pro­vinces of British India amounted to 20,243,977 tons as against 18,160,681 tons in 19:33, or an increase of 2,083,296 tons.

Quantity of coal de8patclted by mil.-The quantity of coal carried by the East Indian and Bengal Nagpur Railways was as follows:-

J,ast Indian Hailway 12,988,649 tons. ll<•ngal X ag1mr Railway 7,624,512 ,

Sldpment of co11l from Calcutta.-Shipments including bunker coal from the port of Calcutta to Indian and foreign ports during 1.934-35 amounted to 2,633,933 tons of which 314,135 tons were on account of Indian Railways and 74,625 tons for the Ceylon Government Railway or a total of 38R,i60 tons as compared with 440,859 tons in 1933-34.

Tonnage N of coa~ inspected by tlte State Railways Coal DepaTt­m.ent.-The ~tate Railways Coal Department inspected 6,638,649 tons of eoal during the year 1934-35 as compared. with 5,974,946 tons in 1.933-34.

_Indian Coal Grading Board.-The State. Railways Coal Department eontmued _to carry out the work on behalf of the Indian Coal Grading Boar1 durmg t}le ye11;r. The amount of cargo coal shipp_ed under the Coal Gra~mg B~ard s cert1fica0s to various ports during 1934 was 1,900,204 tons a!!d mspechons were carried out by this department hoth at the collieries and K1dderpore Docks.

(I)

BROAD GAUGE

150 1------------l

0

YEARS.

:YEARS.

0 <X> 0) N <") ... "' "' ~ "' '? '? ..., ':> ':> ,.:_ en a, 0 N "" ...

"' "' N .., .., .., <') ..., ~ ~ "' "' 0) !!? !!? !!?

Number of locomotives provided in the

~ I '0

"' £!

rolling stock programme.

"' "' ' "" ~ !2

(3)

BROAD GAUGE

"' 0 N (")

':" '7 "' (") "' ' ' N co "' 0

"' N <') <') "' ~ <7.> 0) C1) "'

... '? "' <')

"' Number of boilers provided in the

rolling stock programme.

If) (')

' ... "' ~

(2)

METRE GAUGE 200r---------------~

0

" co 0) 0 "' (")

""" on

':' "' "' '? .., <? <') .... ,.,

YEARS. ' ' ' ' ' ' ' '0 "" 00 <7.> 0 "' "' .... 2! "' N "' M "' "' "'

.., !!? !!? !!? !!? !!? !!? !!? !!?

Number of locomotives provided in the rolling stock programme.

{4)

METRE GAUGE 500r------------------.

400~----------i

300~---------i

" "" C> 0 "' ~ N "' (") '? "' ' . . 0 YEARS. <o ..... "" "' ..,

"' "' N N "' !!! !2 "' ~ !!? "' Number of boilers provided in the

rolling stock programme.

(5)

BROAD GAUGE

1500 ~IE::::::::::::::::::~ 1400 IJOO 1200 1100 1000 900 800 700 600 500 400 JOO zoo 100

0

YEARS.

... ., "' 0 <;> N

'l< N N <;> ':'

~ ..:. .;, "' -0 ;:; "' N .. .., !2

..,_., "' ~ - -Number of coaching stock units provided

in the rolling stock programme.

(7)

BROAD GAUGE 6000,--------------------,

"' co "' 0

"' (') .... - "' ~ 'll "' <? <? (') (') (') <?

YC:AR.S. • • • • ' • <o 1'- co "' 0 • C\1 "' v "' N "' "' "' (') "' "' (') ... ~ ~

., ~ ~ ~ 0) ~

Gen:mJ s.;rvice ~ other types of wagons m uruts pfOV!ded in the rolling

stock progrsmme.

1500 1400 1300 1200 1100 1000 soo 800 700 600 500 MO 300 zoo 100

0

YEARS •

0

YEARS.

... "' 'l' N

:!l ,.:..

"' 0) ~

(6)

ME.TRE GAUGE

0) 0 "' (')

"' (') ..,

(') "' • • I • I

"' "' 0 "' "' "' ., <'? <")

0) "' "' "' ~

v II)

<;> '? (') v (') "' "' 0) -

Number of coaching stock units provided in the rolling stock programme.

"' "' ')I "' tl '0

"' "' ~ ~

(8)

METRE GAUGE

"' 0 "' "' ')I <? (') (') '7 ' • .!. co "' 0 N

"' "' "' "' "' £! !?2 "' ~ .,

... "' <;> (')

' "' T (') "' ~ ~

General service & other types of wagons in units provided in the rolling

stock programme.

General service wagons shown thus

Other types shown thus

CHAP. \".] ROLLIXG STOCK .!.."\J) ", ..,_,.TERllLs.

CHAPTER V. . . ROLLING STOCK AND MATERIALS.

49

55: Ad0:1t10ns to equipment.-Durina . . . stock, mcludm$ arrears brought forward f~o the ~e~r the_ followmg rolhng for Class I Ra1lways, broad and metre cra a ~ pre>Ious Jears, was ordered

"'U0 e.-Items.

Locomoti>es Coaching Stock .

Broad Gauge. .lletrc Gauge. 12 41

458 Goods Stock 3 . . . . . ,318 1 ,5i9

Those actually placed on the line by the end f th d

550

I o e year were as un er :-

tcms. B road Gauge. Jf ctre Gaune.

Locomotives " 6 18

Coaching Stock . 15 7 20:3 Goods Stock . . . . . . 3,073 529

The numbers of _coaching and goods stock shown in the precedincr paragraph are stated m terms of four-wheelers, a bogie being reckoned a~ two. f?ur-wheele~s. These figures do not, however, represent the acfual net add1t10n~ to rolhng stock as they also include stock built in replacement of stock wh1ch had reached the end of their useful life.

No broad or metre gauge locomotives were obtained as additions durino the year. <?n the broad gauge 162 locomotives were scrapped during th~ year, of whrch 6 were replaced so that the number of locomotive~ on 31st. March, 1935 was 156 less than at the beginning of the year. The number of metre gauge locomotives at the end of the year was 38 less than at the beginning, 56 being scrapped during the year, 18 of which were replaced. The average tractive effort per engine rose in the course of the year from 25,262lbs. to 25,531lbs. on the broad gauge and from 14,906lbs. to 15,033lbs. ·on the metre gauge.

Coaching vehicles.-There was no addition to the number of coaching stock on the broad and metre gauge. The number of broad gauge coaching vehicles at the end of the year was 273 less than at the beginning, due to 430 being scrapped during the year, of which 157 were replaced. On the metre

· gauge, the number of coaching vehicles at the end of the year was 134 less than at the beginning, 337 being scrapped during the year, of which 203 were replaced.

Wagons.-There was a net addition of 826 wagons on the broad gauge; 2,247 wagons were scrapped during the year against an addition of 3,073. On the metre gauge, the number of wagons at the end of the year was 912 less than at the beginning, 1,441 being scrapped during the year, 529 of which were replaced.

The graphs on the preceding pages show the total number of loco­motives, boilers, carriages and wagons provided for in the programmes of Class I Railways during the past nine years. These figures include replace­ments and renewals.

56. Supply of rails and fishplate:; from indige~ous sources.-During the year under review orders amountmg to approximately 66,000 tons of rails and 2,850 tons of fishplates were placed with the Tata Iron and Steel Company, Limited.

57. Development of the use of. indi~eno,us .timbers for carriage building.-The total consumption of timber m Carnage and 'Vagon shops continued abnormally low because of the very s~all pro~ramme of new construction. Figures for 1934-35 are not yet available_ owmg to re~alcul~­tions in progress. The figure of 21,2~1. tons consu~e~ m 1933-34. given m the report for that year, requires revision because rt mcludes l?gs, squar~s and sawn timber, added directly without allowance for the differences m

50 . . !L\''"' IJOUW O'i Il\DL4.\" IL-HLWAYS f'OR HI;J.!.-35. [CHAP. V.

UEPOHT Ill THE 11.\ • ·'" • • .

. ·11 ,.·aota.re a~oociated with those different forms. The correct figures SU\\!lll HO ,., ~~ b 11 Cl I 11 'l .. , th th h for the total consumption in 1933-34 Y ~- _::ss . ~a.1 \Ia} ~ o er · an t e B Ral.lwa1-s His Exalted Highness I he 1'\Izam s State Rmlwa_r and the

urma ' '· ' . · f' d I cr· 13344 · Jodhpur Railway, are 29,471 tons m _tern_IS o roun o,s or , t~ms m terms of timber actually use~, exdudmg II?- ~he latter case the sawm1ll but not the further manufacturmg and ma~hmmg waste: The log figure of 29,471 tons used in 1933-34 co~pares mth c~rrespondmg ~gures of 28,000 tons in 1932-33 and 29,000 tons m 1931-~2. ~ew constru?twn account~d for onlr 16 per cent. of the total c-:msumpt1~m m 1933_-34, m terms of t1mber artimlly used. the remainder bemg repa~rs and m1scellane~us work.. The proportion of imported Burma teak used m 1934-35 was agam low owmg to the small amount of new construction. The percentage figures for Burma teak in 1933-34 given in the report for that year are correct in terms of timber actually used, namely 33 per cent. of the total was Burma teak and 67 per cent. was Indian teak and other woods.

Some of the timbers other than teak which bad been used experimentally in exposed positions failed badly ~hi·oug~ lack of d~rability. The. seasoning kilns at Lillooah on the East Indian Railway remamed closed owmg to the· low price of tll1;1k, with which kiln seasoned woods of other species were unable to compete.

The total amount spent on timber, other than sleepers, by Class I Rail­ways (excluding His Exalted Highness the Nizam's State and the Jodhpur Railways) during the year was Rs. 30'46 lakhs, compared with Rs. 21·51 lakhs: in 1933-34 and Rs. 14·17 lakhs in 1932-33.

58. Wooden Sleeper Purchase Organisation.-The total purchases of wooden sleepers during the last three years have been :-

(Number of sleepers in la.khs.) 1932-33. ]933-34. 193~-3.5.

Broad Uauge 12·15 12·3; n-40 Metre Gauge u·ou 10·29 13'30 Narrow (Jauoe 1·1i 2·20 1·51

The 1:elative position of the various kinds of sleepers can be seen from the followmg percentages, based on the total number of sleepers in the track of Class I Railways:-

1933-34. Wood. Cast Iron. SteeL Other kinds.

Broad Gau!lf' 44·3 38-6 16·6 0·5 .lf<•frr lJau!l'' 71·8 6'0 22·1 0·1

The wooden sleeper track mileage of all gauges on Class I Railwavs on: March 31st, 1934, was 28,870 miles out of a grand total of 53,211 miles: . No wooden sleepers were imported from abroad, and orders for special

s1zed sl~epers from Burma _were relatively few owing to low prices in India .. The pnce o~ sal sleepers m the. Eastern group in 1934-35 averaged about Rs. 5-1-6 for broad gauge and Rs. 1-15-8 for metre aauo-e sizes durin<T the year. " "' o

At Dhilw~n on the North "'estern Railway the followin soft wood. sleepers of comferous trees were impregnated with a mixture of~O per cent creosote and 60 per cent. liquid fuel :- · ·

X nml .. •r of ln·oa<l gnuge sleepers . Absorption per nthic foot in lhs. .

The prices of the sleepers,

DPodar . !-.·ail pine Cl.ir pine l,ir

1 !134.35. Fir. Ch;r pin<'. Kuil pine. Deodar.

13.133 143,352 7l,47G 190,564 1-l'i 15'1 15'2 10·1

including all charges, were:-·

Total.

4lS,52€i-

l.iufreatd.

n~. A. P.

5 5 3

Trealed.

Us.·'· r. Cost of trM[mcnt.

a 15 7 3 1:) 0 3 2 s

G :1 0 r, 0 0 4 14 0 4 2 0

Rs. -'· P.

0 1:1 9 1 0 5 0 15 0 0 1!} 4-

Graph showing Value of Indigenous Stores Pur­chased by State Railways expressed as a

Percentage of Total Purchases.

/00

80

80

70

60 '/:; 0: «i l<J

'7, "' '7.

~ 50 ~ 0-. ,, ~

40 0 '7. 0:

ct: ~

iJO .

20 ~;: ~

1:) 0 ' ~ ~ <;> "'I:)

::; cb"' ~ "' 1'1- "'~ l6

" ,,~

:' 10 " " 0:

·" 0

- ··--- , _____ _

Graph showing the Total Valne of Orden placed by all Railways through the

Indian Stores Department.

280

2-60 l'=

"' X 240 s

220

200

l'\,

180

L. '" ,'-..'

";) 160

~ " .....,

~ 140 L. "

G:l 120 ~ % 100 Q;:

80

-f%' II) .., '1- .... (~ )>) - 'I' .... <J}

~ 0) -

~ ..:. ~ ~ 10 ~ ~ ~ ~ -f~ "'

60

40

20

0 ~ 0) 0 -"' "" "'I() "' "' "" """" "" """" • • • > I • ' . ..... q) 0) c- ~

".)'}

"' "' "' """" """" 0) 0) ~ ~~ ~ ~~ ..... .....

<:HAl'· \" .] ROLLL'iG STOCK AXD MATERIALS. al

. The cost of_ these treate~ sleepers ':as lower than in the previous ::ear .omng t? 418,52a slee~rs !J:erng treated m_1934-35, against :!19,040 sleepers treated m 1933-34, and owmg to lower pnces for untreated sleepers.

The sleeper treating plant at Xaharkatiya, Assam Bengal Railwm-, was dosed down on the 16th November, 1934, owing to the low priee of natur­ally durable sal sleepers. The plant had an output of 93.62-! metre crau.re hardwood! sleepers compared with 169,903 in the previous war. Th~ ~t of the sleeper was Rs. 1-6-0 and the treatment came to 12 a~nas and 6 pies per sleeper, total Rs. 2-2-6 as compared with Rs. 3 in the preYious year.

The total amo~t spent on 'Yood~n sleepers on Class I Railways (exclud­ing His Exalted Highness th~ N1zam s State and the Jodhpur Railways) was Rs. 1·06 crores compared With Rs. 0·92 crores in 1933-34, Rs. 1·27 erores in 1932-33 and Rs. 1·59 crores in 1931-32.

The annual meeting of the Sleeper Pool Committee was held at Delhi -on the 12th November, 1934.

59. Value of railway materials purchased.-The value. of stores pur­chased by Class I Railways (excluding His Exalted Highness the l\izam's State and Jodhpur Railways which are mainly the property of the States) .shows an increase from Rs. 11·97 crores in 1933-34 to Rs. 14·13 crores in 1934-35. The principal increases, as indicated by the statement below, were under permanent way (68 lakhs), rolling stock (66 lakhs) and tools and stores (62 lakhs). Of the total increase. of Rs. 2"16 crores, Rs. sa Ia~?~ w_ere ac­counted for by " imported mater~als " and R;-. 133 ~akhs by mdiftenous materials ", the increase under the former bemg mamly accounted for by rolling stock (44 lakhs) whereas under the latter it was mainly acco~mted for by permanent way (57 lakhs), tools and stores. {44 lakhs) and rolhng stock (22lakhs).

VAL11111 07 mPOBTED lLlTlmiALS.

Purobased Valu&of Total Total Total indigenous pure bases purchase• Particulars. Purchased through imported materials. 1934-35. 193.~-34. direct. Agents in materials. India.

Rs. Rs. Rs. Rs. Rs. Rs. <roteo. oro rea. crores. aroree. oro,..,. oro rea.

~ennanent way . . . . . 0>011 o·u 0•20 2•49 Z"69 2·01

J\oUing stock . . . . . 0"66 1"03 1"69 1"17 2;S6 2"20

Tools and store• . . . . 0•18 !•87 2•05 2"04 4"09 347

Building and station materials ed fencing • 0"03 o·lu 0"18 O'H 0"32 0•20

0"10 0•51 o·s1 0'03 0"64 o·as ·Electric p!&nt . . . . o·os 0•12 0'20 0'01 0"21 o·1s Workshop machinery . . .

O·Ol 0"()2 0"12 0"14 0•21 0'01 .llridgo work . • • . . . 0"07 o·ou o•OI 0•06 0"()7 .. Engineer's plant . . . . .

0•18 0•18 2"93 3"11 3•!0 -Other mat«ials• • . . . .. 4'04 5"20 8"03 14•13 11'97 TorAL . 1'16

• "ls · t of coal and eoke, stone, brioks, lime, ballast, etc. Other maten.a ooMlS

has d by the State-owned 60. Value o:f indigenous stores pure e railwa s through Railways and the value of stores purchased_ b~ :~ous store~ purchased the Indian Stores D~partment._-The valu: ~~J~1 !view and the previous by the state-owned railways durmg t?e ye~ se of the tDtal purchases made seven years expressed 3;s a percentage m eac th: value of stores purchased by by those railways durmg th~se Y

8ears a~ artment during the same period

all railways through the Indian tores e~.

are reproduced in graphic form on tb~ p:e s ~:o~i:· the Indian Stores 61. Purchase of store

1s byf ~ailwp!rchased hv railways through the

:Department.-The total va ue 0 s ores • • 1 2

ii2 '

U.l BOUW OX 1:\D.l.\X R.HLWAD:i ~-ut< l>I<H-<><>. l'-'RAP. v:. !!El'OIIT BY THE HAIL • .

· , res De artment during the year under review agency of the Indian

1:Stokh f _Ph1·ch Rs 25·59 lakhs represented the value·

~ d R. 264,-98 a · s o w ·. . h 1· · amounte to "· , . _39 lakhs that of engmeermg stores. T e 1st of Items, of texules and Rs .. ~?~h b the state-managed railways through the agency the purch~se of w

1De !rtment is obligatory, was reviewed an~ the f~llow­?f t~e Indian ~to;es sto~es were added to the list, namely :-Indian Railway mg 1U:ms 0~ ~~~~~1nas (excluding rails, fishplates, wood and metal sleepers Standard tl~ fi'l b"'lts do"' spikes. bearin"' plates and metal sleeper complete), t(.e . .'h . ~ 1tloe htter "'are required sep:rately and do not form part components '' eie 1 - . · · f t d f

d f Plete Sleepei·s) }Jomts and crossmgs manu ac ure rom of an or er or com · ' . t f d B S (F F ) rails, all Indian Railway Standard comp~ment par s o ~n _er-

f · · · d · . a 0118 Indhn P.ailwav ::;tandard plate guder spans, we1ghmg

ramesan \\ao • ' .J 1 . · I d' b U h · d 1· ahbr·1'daes pumpma plant of a! t\ pes me u mg tu e we mac mes an we ., o • "' · • d d h d 'bl

d Sl)al·e IJ"rts for..,.es lJortable nces stan an an , eruct es pumps an " , o . ' 1 · · including rings and stands therefor, Jacks, wheels ~nd _ax es, ~1mons. ~d 5 ur wheels for electric multiple unit .motor coaches, mt:enor can·~age cellmg b~ards, e.g., mill boarding, sundeala lincrusta and like . matenals, metal­expanded, all brass and gunme~a~ ":ater fittin~s, such as btbcocks, stopcocks,. etc., glass, crockery, cu~lery, JO!ntmg_ materml, emery cloth, glass paper, locomotive headlight eqmpment mcludmg turbo generators and components, ebonite rods and sheets and substitutes.

The value of stores purchased by railways thr~ugh the In~ian Stores· Department has increased from Rs. 176·06 l~khs durmg the .rrevwus year to Rs. 264·98 Jakhs during the year under r~new. A compari~on of the total value of stores purchased by railways dur!ng recent years with the v~lue of purchases made by them through the Indian Stores Depa~tm~nt duru~g the same period will also show that there has been a progressive mcrease m the· percentage of the value of purchase~ through the Indian Stores Department· to the value of total purchases by railways.

62. Cost of maintenance and supply of locomotive power and cost of maintenance and operation of Carriage and Wagon Stock.-The results· obtained during the year under review and the eight previous years in regard to the cost of maintenance and supply of locomotive power under the three major heads of accounts (running repairs, workshop repairs and operating expenses) and also of the cost of maintenance and operation of carriage and wagon stock per 1,000 gross ton miles for both broad and' metre gauges of the Class I Railways in India, are reproduced in graphic form on the two· following pages.

63. Central Standards Of!ice.-During the year under review, the Civil Engineering branch of the Central Standards Office standardised broad gauge plate girder 30' and 40' spans of mild steel for ML and HM loadings. After· successful trial manufacture of diamond crossings with sin..,.le and double slips for the 115 lb. rail section, the set of drawings comprising these designs was finally standardized and issued to all railway administrations. A special two-wa~· key for use with several sections of rails on metal sleepers was also finally issued as an Indian Railway Standard.

In addition to the above, th~ following designs were undertaken by the· Central Standards Office and 1ssued as tentative standards to railway administrations:-

Permanent Way.-Pr~sFed steel. trough sleepe1's both fo1' broad fl?uge an_d 1net1·e gauge mc_orporatm.g a new type of rail fastening, 'll1Z., sprwg steel mor:eable ;aw. The use of steel trough sleepers for pern:anent way w~s extended to switches and crossings for which a sperm! rolled sectiOn was succ.essfully manufactured l:}y Messrs. Thr Tata Ir~n and Steel Company and complete turnout 'designs issued to all rmlways. Of these turnouts, those for the 90R section of rail have been _mal'!nfactured and it is probable that similar turnouts for· 115 lb .. rml Will be manufactured sl1orth·. 'With a view to reducing the mamten:mce costs of permanent wav laid on cast iron sleepers the Central Stnndards Office has completed a design of a new type of' cast:

~ ,. ::tJ

"' • 1926·27

8 IS27-28

Q 1928·29

z 1929-30 Cl < 1930-31 tTl = 1931-.'32 6 1932·3.3

• 1933·34

1934·35

-< "" )> :0 VI

1926·27

. 8 1927•28

f) 1828-28 :I: z 1§29·30 C) ..

rii 1930·31

::r: 1931·32

~ 1932·33

• 1833·34

1-?34·35

. 0 N

·t~S §1 ·112

-~i

~~~s

ii,L1~ ~ E?,'(i

~5 ~~1 §~

0 ~

·13

ro3

w ·e~ ·096

9

·0

~

R U P e: E S.

• -to Ol 0>

·702 r ·678

•538

·537

-~04

·483

·494

·504

·526

R U P £ E S.

;. . . Ol 00

·825

·788 I ·745

·602

·631 I ·580 I ·604

·623

·616

-0

0

I

I

-. N

··-- '

N

-< .... "' RUPE.ES. '·' )> 0 :u ~ "' 0 N -"' Ol Q) 0 N 8 . ~ 0 1926·27 <l8 6 "-l ~ 0

co ~ 1$27·28 ·314 ~

El ~ 1928-29 •305 ~ ~ )> ~ 1929·30 ·319 )> ~ a-. -GJ ~ ~ 1930-31 •346 ° .::::;:. J> 0 :!!')::a )> tTl G') z it 0 " c tl'l J> 1931~3 2 •306 )> ~ ~ ~ ~-~ :: 6 1932·33 ·ZiG ·299 g C'l ;l> ~· .f: • • 0 1"'1 :;aZ II"" § "C 1.933·34 ·208 ·286' 0 0 ~ J" l

tTl f:l Ul lil • .. fci ~ 1$34·35 ·205 ·269, 1'-j sa a .. g-@::! o;s .. f" UlO -< Z...: 8" 1:i o,-1 z "' R U P E E S. ?:: 0 ~ - ;:.. 0 0 )> ':' ':' r: "rJ - :r !i Z"t'J ~ 0 N ""' C1'> 00 0 N ~ Ol rnr flii iS:~ • • 0 - ;;o 1926-27 •507 8 ffi g IS27-28 ·530 ~ E mo {1

s:: tTl 1828·28 ·467 I"] < 0 fj 1"'1 ;l>· ~ ~ ~ z 192.9·30 ·411 ::0 -- ~ :0 0 l"''r' ._, 1"1 ':j;' :IE! 1930·.31 ·418 (j) ~ ~ G') ........ > ,. ;;o )> 8 1931-3 2. ·389 c "C c z 1'1 0 1932·3 3 ·399 (j) ?J 1"'1 (f) ,., -· a 1933·34 ·ass :::

n •o·r w "" 1934·35 . .,.

Running repairs shown thll! Workshop rep•illl shown thus Operating expenses shown thus

w,WAI

1·2

1·0

-::1

1--

(5)

BROAD GAUGE.

-a: ·4 .

<0 ,... N I>- - II) 0) - <0 <t .... <Xl - "' <Xl .... '"' <'? (') "' N "' N "'

~ '"" = r~;, r~~ ;, "'; ~~' ':::

; "'' ~~':f·' ~-~ ~~' %.":; &."'

.z

·0 ,._ co "' 0 N .., .... YE:AAS.% "' N ':> '? '? "' '? ' ' ,:. 00 "' 0 ~ (')

N N N "' '"' (') ,., !!? !!! !!? !!? !!? !!? !!? !!?

. GOODS VEHICLES. Cost of maintensnce and operation of arriage and wagon stock per 1,000

gr_oss !On IJlil~. ·

(7) BROAD GAUGE.

co

"' N

'"' ~/~ ., '? .... .., !!?

·J ,.-----------,

«) ·Z

·w w

a. ::1

a: ·I

.... co "' 0 N <') .... II) 'IE.ARS ':' ':" N '7 '? 7 '? '?

.., • t U> .... co "' 0 N ::! "'" N N N "' <') <') <') "' !!? !!? ~ "' ~ !!? !2 - ~ !!?

OPERATING EXPENSES. · Cost of operation of carriage

and wagon stock per I ,000 gross ton miles.

(6)

- METRE GAUGE.

1·0

1--

1--

1---r---

·2

a> co .q. 0'> co "' - "' -0 - "' 0 a:> "' "' - -'('l. '!" ~ ""' '? .., ~ ..., <")

·0 ~ f;~ ~-~~k'~< fr:f ~~~M~

... co .., 0

"' ...,

"'" "' "' "' ')' "' <') <') "' ~ ? YEARS • .;, ,.!. a, ' .!. r:. 00 0 ... N

"' "' "' "' (") ..., ~ "' OJ .2! ~ !!? !!? "' 2? ??

GOODS VEHICLES • Cost of maintenance and operation of

carriage and wagon sto~k per 1,000 gross ton miles.

(8) METRE GAUGE.

·3 ··.----------.~

<O ·Z w w Q.

::>

a:: . I

·0 .... co "' 0 N (') .q. II> N "' "' <".> "' <".> <') '? "' YE'ARS. ,0 ,.!. • ' ' ci. I

Q) "' I

<') .q. 0 N N N N <') (') <') (") <') ~ a .:2 2 ·22 2 0) O)f)j) - -

OPERATING EXPENSES. Cost of operation of carriage

and wagon stock per 1,000 gross · · ton miles.

GJLU'. \".] UOLLL>G SIOCK .lS • D lli I lilil.u,;.

53

iron sleeper for 90R rail section wh. . . by state-managed railways In tch ~s no~ bemg extensiYeh· adopted endeavour has been made·~·. COnJunctiOn with this d~i~ Q .. . . d ,.... llllprove th di . t;u, -JOmts an a special cast iron J. . t l e con tiOns that exist at rail is at present in its experimenta~1:t~~per has also been designed and . Complete sets of drawings f 7.R . ISsued'. Similar designs for

0\ i> SWitch~ and crossings have been

also been issued. A set of d:~ re gauge _usmg 50R r~il sections have or double slips for metre gauge~~~or di~mond ci'?sstngs with single to _th~ South Indian Railwa for th . sectiOn of rails ha_s been issued ex1stmg station yards. Y etr proposed re-modelhng of certain

BridiJes.-Complete sets of desi f I

~irder bridges both for };!L and ~~I ~r t~~ 60 and 80' span plate ISSued. Similar designs for the t ~ oa mgs were prepared and

. . me re gauge were commenced. Roofs and st.mzla1· steel struct-ures -Tests h - 1

lattice purlin designs by the Centr~l ~tandoanrdts eOO>ffiO lohng ~re-welded t · f . "- ce avma proved

sa IS actory, standard destgns whose main features are inter-ch"' . bl parts, were prepared for the following widths f ··l d a~~e,l e platform roofs:- 0 ls an passenger

23', 30', 40' and 50'.

It is proba?le t~at these designs will be adopted at Karachi, Kalka Moghal Sara1, Ahgarh, Debra Dun and Khanalampura. '

Arches and ot~er masom·y str:uctures.-,Vith a view to revisina the present arch destgn~ ~nd quant_tty tables, the Central Standards UlliL'<' have prepared pre_hmma~y designs for 10' and 12' span three-centred arches together with whtch quantity tables for ready reference have also been completed. .

~n the Mechani?8-l En~ineering branch of the Central Standards Otlice, drawmgs of the: Indian. Ra1lway_Standard I and II composites were received from Great ~nd1an Pe~msula R~llway who had un?ertakentheir preparation. These drawmgs_ have smce been 1ss~ed, together With further Indian Railway Standard coachmg body part di'awmgs. ·

. Further_ Indian Railway Standard wagon and underframe part drawings m.amly relatmg to 2'-6" gauge, were also prepared and issued.

Revise~ preli:ninary general arrangement drawings of the ZF, a new type of Indtan Railway Standard 2'-6" gauge locomotive, were completed.

Drawings were prepared in connection with the XP type of locomotive which is an experimental design of express passenger engine, two of which are being ordered by the Great Indian Peninsula Railway in 1935-36.

Particular specifications were prepared in connection with the 1935-36 combined call for railways' requirements of wagons and help was given to railways in the preparation of particular specifications for the XP, ZF and XT locomotives. The work involved in the preparation of these specifications was considerable owing to the large number of modifications and improve­ments which are incorporated in designs year by year.

On the Specification side, 16 new Indian Railway Standard specifications were issued and 43 Indian Railway Standard specifications revised during the year 1934-35.

64. Locomotive Standards Committee.-During the year under review the Locomotive Standards Committee met once, viz., in February­March' 1935. At this meeting the Committee approve? the adoption ?f _the XTI, a modified design of XT (~-4-2 tank) loco:notlVe, as a pernusstble Indian. Railway Standard alternatiVe. The x:ri IS to have an ~xleload of 14{ tons and is to carry 1,100 g~llons o~ water m m;der.to enabl~ 1t to travel greater distances between watenng statiOns. Exammat10n of trial results of the YF and the YK types showed the former e_n~ine to ~ :nore econo~ica~ in fuel consumption but trials with regard to ndmg qualities are contmmng.

# . • OC\ JC\DLI.-" JL\ILW.n:s FOR 1934-:13. [CllAl'. V. ·HJ::POHT DY nu: JL\ IL \\.H BOAHD • •

.5*

f J.inor modifications (necessitated by experience A furthc~~ge. nu~~~~r1locomotive in service) were acce~ted for inclu-

{)~ the Imhan I wayo .1 . St ndard loco!I1Dtives and adoptiOn as. far as swn m new Indian J.•al way . a . . possible on existing Indian Railway Standard engmes. .

C · nd wagon Standards Committee.-The Carnage and 65. arnage a - A h. t. h . S d d c ·t•~e met once in January 193:>. t t IS mee mgt e \\'arran tan ar s omm1 ~ . · · d · f 11· ·

Co~mittee dealt with a number of minor modificatJ_ons m _es1gn o ro mg

k d ts both mechanical and electncal, whiCh were found stoc an componen , · h ·1 1 · h

f . · ce 1·n service The use of hig tensi e stee m t e necessarv rom expcnen · . d h C · t. "t· n of wagon underframes having been mtroduce , t e ommrttee cons rue w , . ~ · f h · t k · d

examined the general question of w~1ght redu~twn o_ ~oac mg s oc an recommended the preparation of a design_ of Indi!ln Rmh,ay Standard coach-ing underframe lightened by the use of h1gh tensile steel. . .

The design of the metre gauge Indian Railway Standard coachmg bogie was considered and the Central Standards Office was asked to prepare a new experimental type.

66. Bridge Standards Committee.-puri~g t~e year 1934-35, two meetings of this C~n:mittee were held_ one m Srmla _m June 1934 and the other in New Delhi m February 193:>. The Comm1ttee framed proposals for the design of lattice girder spans of 100' and over_ for broad and metre gauge lines and revised the spec!al r~le;; for the ~es1gn of ferro conc~ete bridges. They also recor~ed the1~ opmwn regardmg spun concrete prpes for railway culverts. Designs of Island p~ssenger platform roofs, masonry arch bridges and sleeper pads for plate g1~der spa_ns :were p~rused by ~he Committee who either approved of these ~es1gns or md1~a!ed hnes on w~lCb they may be improved. They also _consid~red the rev1sron of the b!1dge rules to govern the method of calculatmg ho~Izo~tal earth pressure ~n railway bridge abutments and considered the apphcatwn of rules regardmg longi­tudinal forces on bridges to the design of brick masonry piers and abutments. They examined the progress of the experimental work done by the Bridge Department of the North Western Railway and recommended one of their designs for a tank staging to be adopted as a standard. Their views regard­ing suitable apparatus for the proposed experimental testing of rail stresses under moving loads were also recorded. Final draft specifications for (1) high tensile structural steel and (2) bridge and structural design employ­ing high tensile steel have been recommended by the Committee for adoption.

67. Track Standards Committee.-The meeting of this Committee was convened in January 1935. The Committee recommended that the standard t\Yo-way key should be used in pressed up lug steel trough sleepers. They perused certain correspondence with the American Railways regarding rail bond manganese steel crossings and indicated certain lines of action. Regarding the question of improving conditions at rail joints, they perused literature and correspondence regarding the head-free type of fishplate and a method of_ upward setti_n15 e;cisting worn fishplates and recorded their recommendatiOns. The ut1hsatwn of scrap rails for the manufacture of tra_ck components was also considered. Drawings of standard over-riding sw~t~hcs and s~retcher bars were perused and the Committee offered their opi~wn regardmg cert3:in difficulties pointed out by railways regarding these -?esigns. Clause 13R_ 1~ the schedule of -standard dimensions 5'-6 11 gauge m re_spect of the permissible wear on rails under maximum axleloads was also considered. The Committee also advised the Central Standards Office on the q~estion of dog-spike '.' dr~w " 31nd length of sleepers in relation to gauge. 1hey also recorded their discussiOns on (1) Morgan type of fishplate and (2) the Alexander Fulcrum heel block.

~8. Sign~lling and Interlocking Standards Committee.-The 9th meet.mg of th1s Co~mittee was c~nvened in Delhi in December 1934, {!'hey considered the qu~st10n of prepar_mg sta~dard_ specification for magneto wall teleph_ones, el~ct~Ic rabl~s for rmlway sJgnallmg, tubular steel signal poles and mls to ex1stmg Indian Stores Department specifications and commented

BOMBAY, BARODA AND CENTRAL INDIA RAILWAY.

" Y. B." Class Engine built in the Ajmer Shops.

()JU1'· v.l ROLLl:KG STOCK A.'\D ll.ATERIALS. 55

th draft British Standard Institution specification for colours of signal on e They perused the existing Indian Railway Standards and recorded gla~es~u stions for ?lodifications or t~e standardization of add~tional the~r g¥heir discusswn as to the operat10n of telegraph and block mstru­jittwgs.ver the common line wire was also recorded. The adoption of grease Jllen~s ~·on of signalling equipment as a standard practice on Indian railways lubrlct 1 considered. Upper quadrant signals for non-automatic signals in ~as afsloower quadrant signals and calling on signals were also discussed. }ieuo • ·

wn: BO~HD 0:-1 I:\DTAX HAlLWAYS FOR 1934-35. [Ca.,., VI. HEPOHT BY THE HAIL• • •

CHAPTER VI.· STAFF.

69. Number of staff.-The t<?tal number of employees on all I~dian R

.1 d ·n the office of the Railway Board and other offices subordmate a! ways an I . ) t h d f h h t ( ·cludina staff emploved on constructiOn a t e en o t e vear

~ 9~~c 3°- e~s 705 087 ~s compared with 701,436* at the end of 1933-34. "The total. r~u~ miledge at the end of the year ~v~s 43,021. The following table shows the number of employees ~y comm~mities <?n the ~1st. March 1934 and 193 - A. similar statement showmg details by railways IS given as Appendix C of"voiume II of the Report by the Railway. Board on Indian Railways for 1934-35.

INDIANS.

I Date. European~.

Anglo-Indians Indian Other

Hindus. Muolimo. and domi· Sikhs. Christians. elasses. Total. ailed Euro-

peans. .

3lat Marob, 1934 . 3,906 407,667• 151,630• 12,841° 8,339 16.048' I0,999* 697,530•

31st .March, 1925 . 3,521 499,S68 152,276 13,438 8.739 16,764 10,391 701,666

• Represents revised figures due to mmor corrections made m tbs Jignres publiahed last year. [These figures exclude tho st aft' on loan from th& Indian Audit and Aooounts Service (Dept;t.).]

GRAND TOTAL.

'i'Ol.436•

705,087

70. Cost of staff.-The following statement shows the number and cost of all staff, superior and subordinate (including labourers), permanent and temporary, open line and construction, employed on Class I Railways during the years 1933-34 and 1934-35. Contractors' labour is not included.

NU!IBJIR OF STAJ1l OX 31Sr l!J.RCH.

OPB:f ttn. Connn:rcno'!'f. COST OF STAFF. -

autted Ka.!hriJ a;tt~ma. y..,._ omeersoo

loan from ToW let!U

Oaul- !{on- Out!- NOD• tbeindlao lngata(fOI ga!et. ...... Audit and Guet.ted Noo-gar:etted loan from U:

tod Tour.. ted TOUt. om.ww. tfodem-Olftctn~. ted em· Aecoants om cera. empJoyees. TOl'.U.. Indla:o Anti

piOf«<. ployeea. Serviee ad A..tcotlll (D'!'lL). "'"'" (Deptt.).

1 • • • 5 • 7 8 0 IO 11 12 " - ------------· I Rs. Ro. Be. RL

·{ !OM ., ltl,-3U 1tl,4,0S SiJ. I l 11,19,427 63,0-1,599 75.H,026 75,U,Il

luam Btnpl ..

1935 Ill 16,£.19 16.313 Nil 1 l 11,06,313 65,39,629 76,45,942 76.~,91 ..

llonJ.:I•n<l ~orlh.( ,. .. "' 26,7!5 26,iP7 Xll ]!"~ NU 10,89,917 68,88.081 70;77,008 71},7i.91 .. ........ ( 1936 ,. 2'1,346 27,420 Nfl Nll Nil 11,36,357 ~~.~i 82,68.4: .. 71,2U97

·f 1tl3t 1 .. 6-l,tlal 61,875 ~·it -'"ll Sil 31,50,537 3,11,68.121 s,u.M.t~

Bebpl X&@ut .. 2,80,1;~58-.1

l93l 191 63,129 63,920 1\'11 Nil Ntl li,IO,l3.il .. 29,75,946 2,80,67,993 3,10,43,939

Bombay. &rot!a} 103• ,.. ftS,SOO• 84,029• • 191 198 4,07,SMl .. 2{},72,8'15 3,77,57,14-i 4,07,30,019 and Cent.r&l { India. l93l 189 83,481 113.sse 2 331 4,0~87.11 338 .. 29,00,311 3.'17.88,943 4,08,87,2ii4 -lion 1.-• llqreM:nta rniled Iigurs tor1Q!3·U

C!J!· fl.] STAFF.

57

Co!'!'STBtiortoN. t'OST OP STAFF.

_...ma. year. pl,.,s,.-

1----~--~---11----~--_;~-lou.~ om~non!-------y-------~----------------­tou from 1 llle!ndJao Aud!t&nd Acoounta ....... .. {Doptt,),

Non• ....... ted em· ployee&.

•

Ouet.. TOT.u. ! t.ed

om ten.

Non· ...... ....... ployeH.

7

Tour.. Guett.d omtut.

• • • 10 l ~ -1---1·---~---- ---- ---- 11 12 --- -----~-------~--~~--~----~---1---~~--.1---~'~·----8

lla. Ba •

• 1 16,90.353 l.~.t.s . .s-~

98 23,470 23,98 Nil 5 2

116 48.500 4.8,706 7 7 20,00,252 "2,38-,::!t.Sil•

121 51,335 NU 3 20,39,259

( 1DS< 307 121,320 121,636 Nil •• 48 • ·~ 313 123,04S 123,358 Nil 100 5 8,40,71.'123

Nil Nil 3 4,36,77,55t 4,81,71,070•

221 80,1)83 81,208 Nil Nil - NU l 4!,78,068 4,32,87,378 4,60,6.1,444

I tos< 20 6,79J 6,810 1 21 1 3,82,528 26,&0.581 - '( 22 7,031 2 922 23,44,592 27,29,180 27,28,180

1DS< ,.. 49,63! Nil 236 236 2,0:!,42,708'

1833 49,542 49,681 Nil 88 88 32,94,536 2,26,82,1157

69 16,697 16,766 1 .. 97

62 18,741 16,803 Nll 19 19 71.'12,873

267 102,266 102,53$ Nil 10 10 5 4S,39,261• 6,1H,l2,31 ;-

21ll 103,605 103,870 Nil 6 6 43,88.508 5,60,68,343 8,03,04.1151

11134 15 NU .vu Nil 14,98,178 17,53,170 17,.53,170

1835 Nil Nil Nil 2,21,646 17,58,616 17,18,814

.. !JdJa. :t : : 35,303 35,621

38.200 36,329 -- --- -----1-----1-----1-- ---·1----1!---~----1,__ ___ --1-----

a 202 20s

19

.f l93t 1,867• 665,4.85• 667,S52• tot.u. (

1133 1,8S8 668,184 670,012 1-

10 1,15'6 1,100

' 1,781 1.'198 3,12,61,159 32,07,09,981 35,18,71.140 3S,U,U,263 16

!OD 1.-" B es.rnents re~letd UgUrtB for 1~·34 due to ehaDgea made by the rallwa.v admb:rlatntionl lD the 1lgare. publlahed lut ft&l·

~ 1thidt 6~~- of eost lnclade the salAries and wages of etaff. bonua eoutributlona to the provident tnnd. gratultlet. ovatl~ a0o1r&nces and &1J other !on t.-'l'be "~--::ntq allowance~ 0 the n&tun of extra pny and whlcb are not granted to meet aome deJ1nlte UJ.'fllM! lnCUI'f'ed 1n the pert'L~rm&nce ot dg_ty, au~.u

The above statement shows that the total number of staff on open line on 31~t March 1935 was more by 2,720 than on 31st March 1~34 and on con­stru~tiOn by 632 while the staff on loan from the Indian Audit_ and ~ccounts Service was less by 3. The increase in the total ~ost of _staff mcludmg staff on loan from the Indian Audit and Accounts Servtce durmg the year 1934-35 as compared with the preceding yt-,ar was Rs. 7,88,214. The in~rease i~ the cost of staff was mainly due to the increase on the East Indtan Railway

K2

68 REPORT llY THE IUILW.n: !lOAI!D O::-> 1.\DI.\:\ I!.UL\L\YS FOlt 1~;!4..;).5. [CHAP. VI.

which was principally due to th~ entertainment of additional staff during the year under report for the followmg works :-

(i) re-opening of Tatanagar Workshops. (ii) works in areas affected by the Earthquake.

(iii) building of staff quarters in Rampur Colony. (iv) remodelling of the Jamalpur Workshops.

11. Indianisation.-Reeruitment of superior offieers-State-manag~d Railways.-The following table gi':es a summary of the

permanent appomtments made to gazetted ranks (:Superior and Lower Gaz_etted Services) in the. various departments on State-managed Railways durmg the year under review :-

] .. ~ ' 0.

1~.8

i I • FU.U:IIIIY

• • =~_g ~ !!I i "2 ~ ~= z

I o= 0 a a " ~ • Jndhtoa,

~~· 0 ~ z , ~&a • ~

J " .. 3 6 'a

•sg • • 3 ... . . • I • •

~~ e . z . • .:~

~·e n --~ " .. ~ • .. ! Dep&rtmtnt. .,, .,.

].!:. ~ •• ! ~~!i • • I!; ~:: .,

~ .. ••• .~ o.• ~ .... ~ "' ll :: >. .~ :: •£ ~ ·~ ~ :e~ -e = ... _ ..

• "' • E . .., . tl .... Ci,e>-d -· ~~ "i • -· • 1 " ~-~ ~ o B..!: •; '0 •; 'll = ~~8. ~

g o.SZ~ • ~

.. ! ~ ~ ~w;1 .;-o *.~ ~ ~'0 0 • ;: .. "' .. "' "' " iil :a < ;;; • :!l

~ M 0

1 2 a ' ~ • 7 8 0 10 11 12 18 " _!!L _LaL 16 16

---- -- ----,------------1. AgeDey . .. 1 .. .. 1 1 .. . . .. . . .. .. .. .. -

I I

s. Account. • .. .. .. 2 • .. . . .. .. . . .. .. - -S • EngfD!f'rlD.A .. • H .. •• •e 13 8 1 1 .. .. 1 2 6 -•· TraM td:t.au o n .. 1 7 1 86 •• 12

tTra c) and 6 /

1 .. • .. .. 1 6

Commerdal,

J~ Tun•portat I o u "' 8 tPo'ln!r) and M&--Cbllltt"al Engl.-

10 .. •• .. 26 " 4 2 2 1 1 /

2 12

ueerlng.

4. Store~ Drp.rt· • .. ment.

3 .. • 6 3 ;. .. .. 1 .. .. - 1

7. Otber Dtp"rt. 10 •• 3 ' 11 mant•. • • 1 2 1 l

....... .. .. .. •

- -------------------------{' ....... 103 • 37 • 144 85 .. 31 8 4 7 2 2 8. Tohl

6 28 .. . -- ~---- ·- .

IG3S.s.t • •• 10 •• • 163 103 .. .. .. . . .. - - - --I '

o. P~reent-n¥e o! Ruro~eam lo numbe-r of ,. •• I cancles Ailed- I

1934--35 . . .... I lll33..S:i . . .

1 0. P.ereenbge or lndl4ta tu DUm· ber or T&~nclM Jllled-

llll3t-86 . 47·4 l!i33--M .. (a) Btlt' Note 2. Non 1. It 11 usual to nbllah w~tbf!l' pcrtnancnt or um P thla af.att-mrnt In two part& one•bowl

lt&tement lJ publllhed 1f:n~ p!ted during the yur, Aa durlog lhe ;:!~;n::"~ ':oe:~es, and the other the total vacanclet. e .... l'!~n 2.-Ae a reanlt of a Dutnber ol ,._,. b In porary appolDtmenta were made, &be e~ .. a ... dtp&rtlllt'Dtl ud ~ 1 ....... e g aboli&hPd durt th DWJUotnt '/IODie of the 9acancl~ to be flJ~ de rran l031·S2 and 1'952·33 there ·

uring tbe :rear were taken ae a aet-: ~~.es:cea of omcen Jn &gau.aet the e.xoeas.

OIW'· VI.] SIMF.

ii9

The position in respect of uazetted rank~(~ · . ranks (Lower Gazetted Service~) is given bul~ ~~penor sen·rces) and gazetted

. ., . ~ ow ;;eparateh· :-(r) Gazetted rank~ (supenor sercices).-~-\ll th • ·

during the year by dHect recruitment to th , e appomt~ents were made by departments being:- e "upenur sernces, the figures

Y.ACA..'tCIES FILLED BY

EUROPBA.'SJ

----D&PARTlU>~""T. Dil>LL"i"S.

Hindus. Muslim. Anglo· Slkb!. Indian Othu Indians. CllrUtL&ns. -· Tonr..

Engineering (a) • • • • 1 .. Transportation (Traffie) (b~ • 3 .. .. . . 1 • Mecbanleal Engineering { ower) • .. .. .. . . .. • Stores i)l · · . 1 .. .. 1 1 • Other epartmenta . . l

. . .. .. .. 1 .. l .. .. .. • TOTAL . 8 • I • ~I l I 1 • 13

percentage of Europeans .. DUIDber of vacancles llllcd, 33-1

Percentage of Indians to number of ''acancles filled. &H)

l\O'l'B.-{a) Three temporall' engineers who were lnitlaUr rteruited on the Burma. R&Uwara In 19:!8 prJo to th .R 11 bot :!~;n 0~~j~~e ::a:ttii:r~~~nent. Of the three !J::&dlans recruited to rn&n &allway s~b or~~m:r:

{b) Three officers whO ~were recruited through the Secretary o! State as ~ part {)f general reerwtment joined about the e1.d of lfolrcl:ll93~. 8lx ln\Ua~ recruited thwugh the l'ub1ic Scrvioo <Ailllini&ston joined after bt. AprU ltt~.

(c) One temporary officer or non-Astatic domicile who bad 13 years' .service to hi! credit waa made nooo ..... '"'-nt the ..,_., Indian RaHway. r--.. OD -

It will be noticed that the percentage of Europeans and Indians was 38·1 and 61-~ respectively against the fixed percentage of 25 and 75. In order to obtam the fixed percentage of Europeans and Indians during the two years 1934-35 and 1935-36 taken together it was decided not to recruit Euro­pean officers but to recruit direct four Indians in the Indian Railway Service of Engineers and _eight Indians in the Transportation (Traffic) and Commer­cial Department in addition to the seven special class apprentices (all Indians) who were expected to be appointed in 1935-36 after the completion of their two years' training in the United Kingdom. Actually however nine special class apprentices have been appointed. It is expected that the proportion of Europeans and Indians for the two years 1934-35 and 1935-36 will be approximately 25 per cent. and 75 per cent. respectively.

(ii) Gazetted mnks (Lower Gazetted Service).-Thirty-eight appoint­ments were made to the Lower Gazetted Service in the various departments by promotion which is based solely on merit. Twenty-three appointments went to Europeans and ~fteen to ~ndians, of ~vhich t~o. were Hindus, one Muslim, seven Anglo-Indians, one Sikh, one Ind1an Chnstian and three other classes. Figures by departments were as follows:-

- I I DBi'ARTllE:ST. Anglo· EtrnOPE.t!OS. Indlans

and Sikhs. Indian Other I TI)T.U.. Hindus. MusUma. domiciled Chrl!tlans. --, _______

1

, _____________ v_A_c_A_N_cr_E_s __ F_IL_L_E_D_B_Y ________________ __

I !SDW<S.

I Enro· I ...... I ---

1 . . l 1 3 Engineering • •• 1 • TrallBportntlon • {Trame) and • l .. .. ..

Cotnmcrcial. • 1 .. 1 • Transportation (Power) and H .. .. Mecbanlcal Engineering. l .. .. . . 1

Stores . • . • 1 "i .. 1 Others l .. .. .. .. .. .

TOTAL •• 2 1 1 1 1 • 15

. . 72. Company-managed Ra~lways.-The tables ~n the f~llowmg page gtve a summa of the recruitment made for the superror servrces on Company­mana ed ~ailwa s during the year under review : Part I relates to perma~ent ·appoi~tments an~ Part II includes both perma~ent and _temporary al?pomt-

t . · ;, d t ·1 d tatement by individual railways wrll be found m Ap-men s. ~.,_ e ar e s . pendix G of this report.

60 BO~RD o:-> I:'>DIA:\ HAlLWAYS FOR 193Wo:;. [CIL\P. VL

n~;!'OitT B\" THE RAILWA 'i

PART I.

. the 1111111

/;er of PER.IIA.YE.YT mcancies filled in the SuperU,r Statemmt .•lw!Cillf/ , I) Company- 11wm•!Jed Nmlu·a!l.<, excluding His E.<alted

e.<talJlishments ,'!!' (L,la~tatc and Jodhpur Hai/lCil!IS during 1934-35. lli1hntss the . t:am s !

~ "" -g "- ..; FILUD BY "!!". ~ • _., ~ ~ a -"

~~s £ " = • ~ • • " " ~ lndlans. gc:el • • " s .. {I~~ • ~

~

" c !l ~

~ • :a•;; 6 • ~ ... •ia :si ·~

. . ~k •• a~ 0

~ ·~ ~ ~· • ... ~ DtpartmenL l,t ~:r o• ·"' &,., _ ..

• . .. • ... i ~~ i;J &• : B• • • " li • :6] ~ o,

~:l ~ ... • ~

~ !~ ... ·~ • ~~ • ·~ •l! .. • .. • ;; .; .. .., .

.,_Gc• •o -;;~ o.S ~ • • e .,.'lla • os.8~ ~~ ~- ~ "' .. 1 .eo~ - -·~ • e .. ,a • !i ol!Zei ... o" o" 0 o" .; • .!! lf'OQ. ~ z

"' "' " "' .. .. :II ... 0 0 0

" "' " ~ " 2 3 • • • 7 8 9 10 11 12 lS H 15 lS 1 --f-- -- -- ------ -- - --1- -- - -• 1 • .. 11 • 5 • 1 'i .. .. .. .. 1 l. Agtllt>f . . . • 1 • .. 9 5 • ..

• • 2 .. • z. Account• . . 18 • 11 8 2S • " 2 .. .. 2 'i • J. Xng:lnee-tln~ • (iramc) and 11 7 .. 18 12 • 2 .. 2 .. .. .. .. 2 4. TralllportaUon ..

eommndal. 5 • 5 .. .. 8 5 3 1 1 .. .. .. .. • 6. Mecllankal • • 2 .. 2 1 1 .. ..1 .. .. .. e. S!oret Department . .. ..

7 ... • 1 • • .. 2 7. Otber Df'partment• --- !---.s __ .:... -{ 1934-Sb • •• ' .. • ... .. 12 9 • 3 .. 2 1 10

!. TOTAL . ttJ3S·M • ., s •• 7 .. t<7 27 11 10 • -I .. I 2 10

....... .,.... ., {'"'"'' . 38·7 Buropt'4ns to number of 40•7 ncaoclet fill~. 1933-U

10. Pe=otage ol rOS<-35 . 61·3 Indlaw to num· ber or ncanclea

59·3 tilled. 1933--34

PART II.

Statement showing the TOTAL number of 1:acancies filled in the Superior esW.blishments on (Class I) Company-managed Railwa!IS~ e.-ecludin,q His E.ralted Highness the Nizam's SW.te and Jodhpur Ra.Ztca!ls dunng 19.34-1-5.

il"" ..,

" "' .,; "' _.., i 5 0 .. • :g Fn.LBD BY

~]s .. .!l = ..

~ j .. ;; . - Q 0 0

o""' :J Q "' = , ..;~~.5 • ;; Indians . 0 -;; 3 21:1.! • 3 ~

0 0

f5~ ~ . :a c ! • 1:

I Department. • • a . "' !" = -e• tt~= c~ =~ ~g 0 • ce ;j il ~5 ~ ·= "·~

:;;, c"' ..... "' i ll,g • 0,., • •• •• •• • • • • • :i !~:.. >Z ~= ""' ~ ... • .. .;!'E :a 0~ •

~ ... ... ~ ... • • ]:n..; .: ~~.0 Og >l! -· " • • ~

.; 0 c~ ~" o;: ~

~o

~ • a --. .; 0 0~ O'C "' .k~g ~ w o.::-=a

o, • ~.; e .. " . • ~ .; .. ~-= ~-= 0 " ~ lf'C' c. "' z "' "' "' :il • :;; ~ c !; "' :a ... ;;; k 0

1 t s • • 6 7 8 9 10 11 12 .. .. 15 16 ----1- -------- - ---- - -- - -I, AgeDt'Y . • 2 • 1 11 s • • 2

. 2 2, AttOUOt& • 1 • • • • 'i . . .. 'i ..

8. Engln~erJnll : 19 • 12 "il •• .. '8 2 .. 'i • "'· Tmnaportatlon <Trame) ami 11 7

10 ]4 3 ••

.. .. 2 ll Commuda.l.

.. .. 18 12 • 2 2 .. .. .. .. • 5. lfeehanlcal . 5 8 5 .. 13 8 • • e. Stores Deparimt!nt.' 1 1 .. .. .. .. 2 . . .. .. 2 .. 2 2 1 I 1. Other Departments 4 3 .. 1

.. 1 .. .. .. .. .. 7 5 2 1 • --- -----...-.. ..

i-g {1934·85 47 10 89 12 •• •• 18 .. s • 1 •• !. TOTAL • .. 1983·34 . •• 6 36 ,. 76 •• 27 11 10 1 10 • .. .. 1

v. P~rcentase ol I 1osH• • as·s European~ to oumbu of {, ...... neanclrs fllled.

40·7 10. P<tt<otqo or {'""'·•• lnd!an.a to nurn-

~:r of VUQelee ftUtd. ltt33·U

. 156·7

ao·s • E:r lud~ e .,._ eight. vacanci-es !Hied by omeera ot the temJXl:ra...,

.wot.&bllabment as undu:- ~~ AAgency • • • • 1

ctounta • • • E.nglr.eutng • 1 Tr-n'port&Uon and Cooimucial : 8 <~rea

1

8 TO'l'.U. 1

()aAP. VI.] STAFF.

61

It will be observed from Statement p -review the total nu!Jlber of appointments ma~:t. I tha: dur~ng the year under panr-mana~ed Railways was 31 of which 12 In the supenor senice on Com­Indians, of whom 9 were Hindus 4 M r went to Europeans and 19 to ciled Europeans, ~ Indian Christi~ns and ~msf 3 hAnglo-Indians and domi­number of vacancies filled, permanent or te 0 ot er_ classes: The net total went to Europeans. The total actual a . mporary, was 39 of which 13 26, of which 14 ~vere Hindus, 5 Musli£po~ntments fill~d by Indians were Europeans, 3 Indi;~m Christians and 1 of ~th Anglo-,Ind1ans and domiciled to European recrmtment was 61·3 to 38.7 . er classe:;. The ratio of Indian ments and 66·7 to 33·3 in respect of all a m respect of permanent appoint­temporary. The percentage of Indian r~R~~tment~. whethe~· p~rmauent or ments was:- 1 ment m the prmctpal depart-

Accounts Engineering

Transportation (Traffic) and Co:nme;cial : Trans~ortat_ion (Power) and Mechanical

Engmeermg

Porma.nent s.ppoiatments.

Per cont.

100·0 81•8 50·0

40·0

Affiong Indian recruits the proportionate recruitment mumty was as shown below:-

Hindus Muslims . Anglo-Indians and domiciled Eu'ropeans . Indian Christians Other classes .

Permanent vac.aneies.

Per cent.

47-4 2H 15·8 10·5 5·2

Total appointments. pcrmanen~ or t.mP<>nuy.

Per cent.

100·0

i8'6 66·7

40·0

from each com-

ToW vacancia

Per eeut.

53·9 19·2 11-5

11·5 3·9

It will be seen from Appendix G to this report that while the Bengal Nagpur, Madras and Southern :M:ahratta and South Indian Railways ap­pointed Indians only to the Gazetted rank (Superior Services) the Assam Bengal, Bombay, :Baroda and Central India, Bengal and North-Western and Rohilkund and Kumaon Railways did not obtain the percentage fixed for Indians. The recruitment on the Assam Bengal Railway was, however, small, -viz., 2 and 1 Indian was appointed. The Bombay, Baroda and Central India appointed 8 Indians out of 13 and Bengal and North-Western and Rohilkund and Kumaon Railways no Indian out of 5 and 2 respectively. The :Bombay, :Baroda and Central India, Bengal and North-Western and Rohilkund and Kumaon Railways are being addressed in the matter.

73. Review of the progress made since 1925.-The statements on the following pages will throw further light on the progress made in Indianisa­tion and in the recruitment of the various communities both on State-managed and Company-managed Railways since 19¥5, as reflecte? in the rel~~ive strength of Europeans and Indians belongmg to the_ vanous commumtles. Part I relates to superior staff and Part II to subordmate staff on scalt's of pay rising to Rs. 250 and over.

PART I.

Swtcment of gazetkd ojjice1'B on State-managed Railways atl~ Officers of corf'espo..~ing rank on Cornparoy-mat~aged (Class I) Railu:ays (exeludit~g B. E. B. Ike Niwm'e State and Jodhpur Rat/ways) on the 1st <1pnl1925, 31st Marcll1934 and 31st March 19&5

0 . lsi Aprfll02G, llJt lru~h 10M. abt Kareb 1036.

Indiana. Incllaot. lodlant.

I

i Total H li Total

Name oflto.flway. numb<'r humbtr ....

;i TotAl

li j OD tho

~ .. t i on the :;

I numl)("r

RlliiWA)' RallwaJ a"' IIi on the

t (column• :i h tcolumnt li h lla\lway rl 2plu. 0).

~ ~ ~=. ti .. ll gt•u • (l"olumn.

~ • " 0 8 D o!l't'. " • ~ ; • • ··a .li ~ 1 lo • "C :r:o r'"'

= ~ ~ ~ ~ e "' ! -ill t

~ ! • = ·-a ~ a ~ l 27).

1 'l! "'"& t! :l1 ~ • ~ !~ <! "' 13 a If• .!l " "' .. .!l 0 - ., 0 0 "'

... ., • • "' .... .. ~ • __._ -- -- -------- ---- ---- 1--- - - -- -- ----

I • • ' • 6 7 8 • IO 11 u 13 " 10 10 17 18 10 20 21 •• •• .. •• • • 27 28

- --1-- - - ---------- - -- -- ------ -- - -----SttJU~man11g~d RailtroiJI.

00 • .. oo oo oo 12 16 tor, R2 8 .. 10 Oo oo 7 20 102 78 • 00 0 00 .. 8 •• •• BurmA • • 3 12 46 126 "" •• • 11 • • 1 66 121 ., 46 • • • • •• 121 t~natrrn llcnA:al • 70 31 .. .. .. •• 87 314 174 78 ,. 34 8 • 193 307

.. 227 40 ,.

00 .. .. 2 160 •• 17 37 3 • . 1H :11a East. JndiiUJ • ,

175 18 • .. .. .. •• 46 !!21 , .. §35 11 IO 'io 7 6 lOS 1213 160 •• 12 10 0 ii 75 'l'!r'l

Orcnt lndhm rcnlmuh' 102 60 18 .. .. 28 101 211:1 , .. 80 .. " • oil 181 267 183 74 28 18 'it 6 .. 132 26fl North WMkru • • • ,. •• •• 38 10 6 6 II •• 62 •• ,--.::. • • •• llalfwny Doord nnd MbcellnncouA •• 6 • .. 00 .. .. .. 2 .. 68 - - ---- -- -- -- ------- -------

OOlcct• TO'J'.U. 822 160 •• .. .. 116 ••• 1,142 031 1248 •• 184 16 118 117 1441 ft,072 626 ~ms .. 83 16 21 18 464 1,000 ------------ -------- -------------Compant~·matlttlftd RafltNJII.

1 2 • 81 30 16 • 7 I .. 28 67 36 16 • 7 1 28 Am~m Jlcngal , •• 6 .. .. .. .. .. .. ..

0 0 •

170 27 • .. .. .. 10 61 221 126 •• 7 " 2 1 2 68 IDS 1111 " 0 17 2 1 2 ,. 101 Bengal Nna~1r , , , • 60 •• 7 • 2 18 72 Ol 7 • • JJcD(rnl nod orth~W('IItcrn • •• 3 1 00 .. '2t .. .. .. .. .. .. H 76 nom bAy, Dnrodnand Cknt.rallndln lfiD 14 .. .. .. .. •• 104 123 32 s 2 1 8 7 •• 171 110 .. • 2 1 2 8 &2 171 Madro.t~ nnd Routhcrn ltahratta , 12Z 10 1 .. .. .. • 22 14< 00 27 .. 6 2 a • •• 180 OJ 30 .. • 2 • • • • laD

12 I .. .. .. 1 13 10 • • .. .. .. .. • 16 10 2 3 .. .. • 16 Rohllkund nnd Kumaon .. .. • 21 114 73 •• l 0 1 66 120 •• •• 0 .. ..

South lndhm • OS 17 1 .. .. .. .. .. • .. 2 .. 03 132 -- ----- - ---------------TO'l'AL 068 •• 0 .. .. 51 148 800 626 170 28 40 6 8 ,. 261 786 605 170 28 •• 6 10 16 2FI2 '187 ---- 126 ----------- -------

ORAND TOTAL 1,485 ••• •• 00 .. .. 160 '468 1,048 1,166 §118 82 1124 21 181 1702 11,858 ck_l~~ 481 06 126 22 31 34 746 11877 -··~'"

Statement shounng the percentages of tile rclatwe strength of Europeans and lnd1ans of vanous commuml1e8o

102&.• 1934. 1936o 1925.• 1934. 1936o

·{ StaU:l·managed R<lllo 71-08 158'86 67-43

0{ Stnte·managcd Rnll· • 1•40 H?

wnya. 82·26 Slkbs •

ways, Eu.rop<'aDI Company•manngcd 66'711 64-17 Company-managed • 0•16 0·78 . ' . • nauways. --- :rta:Uways.

T01'AL 70·28 162-22 60·26 TOtAL • )•18 H?

0{ State-mo.nagcd It.nU· 14-80 §28•18 23o67

Indian Christiano o {

StAt<l·managcd R.all· • 11'60 l-98 ways. "''aya. • BlnduB Company-managed 10·80 21-69 22'74 Company-managed HlZ 1-87 }latlwo.ys, ltrdhvaya,

TOTAL 12•94 122·60 113·28 TOTAL • 11·40 l-86 -

·{ State-managed naU· 8•15. , ... 0 6·24 Jndlane-tcultld.

·{ State-managed n..uo •Jo·o7 )o(l8 l-66

wnys. ware. 1•16 8·04 Mu.llme Compan:y·managcd 1·12 2·08 3-68 other clai8C8 Company-managed •0·8.2

Indiana • . • . nauwa.ya. .R.aUwaye. IJ-<17 i•Bl TOTAL 2•81 4•f1 8'12 TOTAL •B·li2

St.o.te-mannged ~It· • 17'•84 '1·61 0{ Stato-managt!d RAil• 26•02 ,., ... _j .....

Wll;n. 'IVI(I.)'IJ. • IS•OO fJ•48 I TO,_ A£ CornJ>4nY•DIAI'UII•.,d 17•lr• BB•JlJ Bli·BB

Analoolndlan• •n•t Cl(lfi'IJ)I\nY~ml(l.nl(l.ll;tld Jtall"·a,..~1,.. ... ,..,., , ... ,.,.. ---.-,;::;;:;-tlt>mlf'lltl•\ leu"to-- JUI.tlwiLY•• . •"·07 0·71

.,,..,.,. I

1><' ....... TOTAL

-· lsi . .tJ.pril .1926. 3:lat March .1934 and 3:I~r'~M~r~i7i"i/fl;":." · -- - · .......................... ,,_,..,..,""""' w .. n.• v·~.,..,m;r+T .n.~: .. nnc,ou.y 8 h on mo

Name cf Runway.

1

SlalNnonagtd RailttlliJI. urmn. • , uwn :Ben"al . Wit lndlcm nnt Indian Peninsula·

D E E 0 N ll

orth WC$tem allwo.y .Bonrd Gn!l oiJ.sedJOncoui odleea.

TOTAL

CompanJ,Mnlltlll!1td llailUYJJfl, . uam :Bengal cngal Nns:pur • • • , cn~t and North·Wrek>.m ,

A B 11 ll lo! l\o B

om ay, Baroda and Centrnt India ndma and Southern Mo.hrntta. hllkund a11d Kumo.ou .

outb ltldtnn . TOTAL . .

ORAND TOTAL .

lat ApcU 1Q25, Slat Marcb 1.1134, aht. Jrlatcb toa&.

lndi4DJI. lad lana. Indl&na.

! Total 'total

numht:l' 'lle ~ number it ~ on &be •• on tho

:l ~ llli.Uway 3'" !l Rndway :1i i! :ii ~.,

= ~oolumns • (oolumns ~ • " il plu!IO), t 'il'l! ~ ~ 11 plu• 18), ~ ~~ 0 ~ ~ m

.,. • ! § .s:s . e ~ ~ ~:s .

'" " !a "' " ~ 6-! • ;;i ~ oa a ; ~ "' 3 "' "' ~ ~

i "' • "' "' g e 1'l e- • "' "' j • • • ~ ••• 'il "' ~ a • a "'·1 iii .,

'" - c " iil "' 0 iil !:!"' :>1 .. .. .. .. .. "' :-. .... "' 1il ,!:1 ., ;II ------------ - ------ ---- ---- -- -- ---- --2 3 4 6 6 7 8 9 10 11 12 13 14 15 10 17 18 10 20 21 22 23 •• ---- ----1- -- -- -- ---- -- -- -- --~ -- -- --· - --I-- -~-

88 318 26 90 10 225 302 22 82 2S 0 .. .. , . lOS 200 IS 14 40 '" 8 1}<:10 II 143 106 • .. .. .. 168 274 417 •• 142 0 169 ' 3 3 330 ••• 50 167 7 i02 3 859 800 26 .. .. .. 780 1,114 1,073 477 ••• •• 021 17 7 • 1,401 l,tl38 373 472 •• !,01:l 20 286 126 20 .. .. .. 803 057 1,243 262 225 35 614 10 100 77 1,061 1,313 2.'12 225 •• 602 10 401 328 12:! . i 378 829 1,280 ••• 337 181 ... 02 •• •• 1,018 1,351 :!6-1 • •• lOS 31!6 100 • • • • • • • • I Us4 127 !2< 12 15 !2 §204 §:!05 I 148 21 "' IS -------------- -------- ----·--

1,717 ••• 101 .. .. .. 2,::131 3,4134 6,181 1,161 §1,386 §815 §2,805 .148 §152 §100 f4,466 !5,617 ••• 1,484 317 -2,418 !57 -------------- ------ -·-· -- --------22 28 • .. .. .. •• 73 OS 17 •• ' 88 2 1 3 82 00 17 " ' .. 2

333 140 13 .. .. .. ••• 050 880 181 201 19 ••• 10 12 6 640 830 170 ••• 20 400 17 01 16 2 .. .. . . 60 16 107 18 20 0 58 I 1 iin 80 105 14 21 7 •• 1 ,.. ••• .. .. .. .. ... 784 039 . 189 ••• •• 817 ' •• 817 "'" 120 301 80 810 3 86 31 I .. , .. .. 173 205 2110 OS 61 .. 184 .. • • ••• :us .. 55 .. 182 I

6 G 1 •• .. 13 10 26 7 .. 1 10 .. H3 l'" 6 I 2 II OS 'IS 2 •• •• 158 2>13 .,. •• •• • uo 'io . it ••• 06 87 88 • 148

.. .. .. ~1--~-- -- -- ----- --

096 640 48 •• , •• .. 1,858 1,046 2,(}41 467 008 " 1,161 •• 70 US& 12,101 t 2,028 430 700 7-i 1,100 .. -·--1--1-- -- - 18,246/1.368 2.i43 :w.t 2,U2 1,482: 230 • • .. .. 3,080 6,410 7,822 1,618 §2,084 1889 !3,466 171 1222 1205 fO,IJ27 3,1178 '"'

Statement showing the percentages of the relative strength of Europeans and Indians of 1>arious communities.

1026. 1U34. 1035. 102fi.

St.ate-rnanng:cd btl~ 33•14 120•40 16·84 Stato·m~t.noged n ... u. t wu.ye. WU.)'I,

20·82 17·76 18·55 [ 8lkh1 • OompnnY•ffiADIIIelf t

'l'o~l

i nutuber on t.ho

llath'lay "' I ~

&I.'OIUUlM 2 pllll 27).

• 3 ~ ~ .s 0 ~ ----2fo ao 27 28

r- ---12 ao 37.2 .. , • • 8:.15 301 0 0 l,lion 1,lU:!

03 76 1,0:18 1.~70 at ~0 1,104 11:1MI 6 I . .. 216 ----153 159 -I,O:i2 Ci,foiO ----

3 78 06 'it 8 071 841

1 •• to:J 40 i~o 810 .... a • :m~ suo

" 10 'io ..

1 !U.2 !lMO ------65 130 2,16M .!!,IIUd -----

:!Hf ~80 0,1:100 6,1\lli

1034. 19315.

12·0:1 8·81

0·1!8 0·99 Europca01 ' . . ·{ Compi\DY·manngtd Railway•. ·{ UAIJwaY•· ---------

'l'OT.6.L 80·84 110·62: 16·76 'l'O'l'AJ. t l!•tJH 8·91

·{ St.e:W·managed Rallo 16·18 f2·H~8 11>•74

IndiAn CbruUa .. ·{

Stoto·ffllllllliJI!d RAil· t 12·70 H6 waya, Ull)'ll,

8·80

f

lllndua . Company•managed 20·44 26·5& 27'29 Ctlrnpaur·man.arted t 2·1)6

Rallwuya. -- nuuwayl. -, ----TOTAL 18·06 12!0·27 26·24 TOf.U. ·~·61} a67

IodlaiU-CCIIIdd. •

l -----

·{ StaUJ.manaaed llall· 8·00 16-61 6·89

·{ Stat<~·mano.;od BAJJ· f44•lii.J f2•H6 H6

•un. Wll)'l. 6·tf . ...

2·82 2·86 O&be.r Claue1 Company·mallAj'l'ld f6H2 Indians .

'l lhullru.~ . Compn.ny-manased 1·82 Bt&Uwa)'t. R&llwa;y-.. lti•~ll

··~· TOTJ.L 8•0& ... ,. 4-79 TOT . .U. f4NO

Stat&.managed Rsll· t t•t·04 43·41 ·{ 8tald·tnanased Rail· 0&1!0 17V·Ul 83•14

An'l .. tndla., and { waYJ. Wllfl.

fl2·~ 83·4& .... ,. T .. .l£ CompaiiY·m.tnaaed 13·88 domlcllcd Bnro· CompanY•mAoagcd t 4·HG H.aUwa)'l. peon•. Railway•.

l-1!·03 43·80 TOTAl. . diHO I&0·3H 83·116 TOfU . t .. .. a.-n..4 a w-.

• No& &vallt.ble. t Anglo.Jndlana, t:Hkhl aod Jndl&u ChrlttlaDI tnetudtd Ia Ot.her cluiOI Ia JG'.lO. I •

'

. • HW 0:\ I:\DIA:\ RAILWAYS FO!t 1934-3;3. (CHAP. VI. U t:POUT BY THE HAIL \1 A 1 BO.

64

h t the Indian element in the superi01: services It will be obse:ved t ant on State-managed and 17·74 per cent. on

has risen from 28·02 )e~ ce i~ 1925 to 42·57 per cent. on State-manao-ed Company-managed Rat '~a{;: any-manacred Railways in 1935. Among the and 35·83 per cent. on . ~rfase bv com~mmities in 1935 as compared with Indians the percentage m . •

2- · h n below·-19 0 IS S OW . State-managed. Company-managed.

----. Percentages. PercentageS.

1925. 1935. 1925. 1935.

l·l-80 23-67 10·30 22-7~ Hindus. . . . .

3-15 6·24 H2 3·56 lluslims . Anglo· Indians and domiciled Euro- * 7-61 " 5·46

peans. * 1-47 * 0·76 Sikhs . . . . . * 1·93 .. 1·27 Indian Christians . . .

Other classes • . . . 10·07* 1-65 6·32* 2·04

. t' • Anglo-IndiOS. S1khs and Indum Chris UlD& included under "other classes" in 19'2'.5 •

Turning to the subordinate sta!f on scales of pay r~sing to Rs. 250 per mensem and over the correspondmg figures are as under.-- '

State-managed. Company-managed.

Percentages. Percentages.

1925. 1935. 1925. 1935.

Europeans . . . . . 33-14 16·84 26·32 16·55

Indians-

Hindus . . . . 18·18 25·74 20·44 27·29

Muslims . . . . 3·69 5·69 1-82 2·85

Anglo-Indians and domiciled Euro- .. 43·41 * 44·65 peans.

Sikhs . . . . * 2·82 . .. &92

Indian Christians * 2·76 * 2·50 . . Other classes . 44·99* 2·75 lil·42* 5·24

Total Indians • 66·86 83-16 73·68 83·45

• Anglo~Indians. Sikhe and lodum Chrietmns included under uother classes'' m 1925.

74. Representation of minority communities in railway servi~es.­In the report for 1933-34 it was stated that mention would be made m the followi.ng.year's report of the orders that had been issued by the Govern:nent of I~d1a m regard t<) the representation of minority communities in ra1lw_ay se~·vtces. These orders were issued in July 1934 bv the Government of In~1a, With the approval of the Secretary of State, reserV'ing in the superior serVIces

CIU•· VI.] _ST.\.FF.

25 per cent. of all vacancies to be filled bv direct . · . Bi per cent. for other minoritv communities ~ecrm1t:nent for .Muslnns and Domiciled Europeans, Sikhs Indian Christi-an's amdei~' Anglo-I1_1dums and

· b · · ' . an ars1s prondod . d. dates of t ese commumt1es possessmcr the m · · . ' . ' c.m t-were available. 0 mimum quahficatwns prescribed

In accordan~e with t~ese orders, regulations f · superior State railway servwes in India have bee

00°rfirecd rmtment to the

t . f 2~ n m I e so as to pronde for the rcserva 10n o a per cent. vacancies to be filled b. d' · M l . d 8.1. f . Y Irect recrllltmeut for . us 1ms an a per cent. or other mmoriti·es· and c d

·1 ( t H" E 1 d · ompanv-manaae RaJ ways excep . IS xa te Highness the Nizam's and Jodhpur.Railw~·s) have b~en a:sked to adopt these percentages in superior services rec;uitme~t on their railways.

In th~ subordinate rail':ay service_s, it was decided that 25 per cent. of all vaca_nCies to be filled by _direct recrmtment on Class I Railwavs as a whole (ex?ludmg the Burma, His Exalted H_ighness the Nizam'~ and Jodhpur Railways~ ~hould be reserved for Muslims, 8 per cent. for Anglo-Indians and DomiCiled_ Europeans, and 6 per cent. for other minoritv communities pro!ided candidates possessi_n~ the min~mum qualifications necessary wer~ ava_Ilable from these commumties .. _.;\n~ m order that difficulty in the appli­catiOn of thes~ orders should be minimised as far as possible, it was decided at the same time to fix separate percentages on different railwavs takin"' into consideration so far as Muslims were concerned, their popuh\ti~n rati~ in the area served by a railway and in the case of Anglo-Indians and Domi­ciled Europeans ~nd other minority communities their existing percentages on each railway, m such a manner that on Class I Railways taken together Muslims would secure 25 per cent., Anglo-Indians and Domiciled Europeans 8 per cent. a~d other minority communities 6 per cent. of vacancies, in future dirert. recrmtment. .

Statistics were obtained from railways and percentages to be reserved for all minority communities on each railway were worked out in the Railway Board's office and in accordance with an undertaking which had been given by Government that final orders would not be issued unless the Central Ad­v!sory Council for Railways had been consulted, the percent~ges whic~ the Railway Board proposed to fix were placed before that body prior to the Issue of orders to railways. This and the preparation of a det~iled men:orandurn. amplifying the rules contained in the Governm~nt of _India r~solutwn on _the subject, to ensure that there would not be a senous difficulty m the pra:ct1cal application of the orders, entailed such an _enormo:ns amoun~ of ~ork m. the Railway Board's office that it was not possible to 1ssue detailed mstructlons to railways before the beginning of December 1934.

The following percentages were fixed for Muslims in all future direct recruitment to the subordinate railway services:-

North Western Railway :I<:astern Beno-al Railwa> 0 •

East Indian Railway Great lnrlian Peninsula Railway Rohilkund and :Kumaon Railway Assam Bengal Railway Bengal and North-Western Railway llombav Baroda and Central India Railway . , Bengal Nagpur Railway lfadrns and Southern Mahratta Railway South Indian Railway

60 -45

19 10 55 35 19 12 12 11 6

. t ation fixed for the Anglo-In order to arnve at the 8 per cen · reserv . h . . . . h · rcentaae recrmtment on eac Indians and Dom1ciled Europeans. t elf pe " t t' It . · h h · ·sting represen a wn. railway was fixed at 10 per cent. less t ant eir exi .t t f Anglo Indians

was also made clear to railways that the fut~re recrm me~.e~ or de ~rtments and Domiciled Europeans must take place m the catego I P ?

L-

66 HEPORT BY THE HAlLWAY HOAHD 0:-i l~DIAX RAILWAYS FOR 19:34-3.5. [CHAP. Vi.

in which they were already principall.y empl?yed.. ~ail ways were asked to maintain for other minority commun_Ities their ex1stmg percentages because it was found on calculation that if this was done they would be able to secure 6 per cent. of vacancies.

The above orders were made applicable to bot~ permanent a~d tem:r;orary vacancies on the State-managed Railways (excludmg Burm3; Railways m ~he case of the subordinate staff) and the Company-manage~ Rmlways (excludmg His Exalted Highness the Nizam's and Jodhpur Railways) were asked to adopt the percentages fixed for them. . .

In the Railway Boa~·d's office and the offices attached or subordinate to the Railway Board, instructions were issued rese~ing 25 per cent. of all vacancies to be filled by direct recruitment for Muslims and 8} per .c~nt. for other minority communities, provided candidates of thes_e commumt1es pos­sessing the minimum qualifications prescribed were available.

The followina figures show community-wise the number and percentages of subordinate st":tff (excluding labourer" and inferior servants) recruited direct during the year under review :-

Number

Porcontn.go

Numbor Porconta.go

Hindus.

I,2.3I 64•69

Hindus.

I,243 65•73

State-managed Railways. Anglo. Indians Indian

::Mu11Hms~ and Domiciled Siklu!. Christians. Europoons.

367 2I3 24 41 19•29 11•19 !•26 2•15

Company-managed Railways. Anglo-Indiana Indian

~fuslims. and Domiciled Sikhs. Christians. Europeans.

295 247 I5 71 15"60 13·06 o·so 3•75

Paltlis. Others.. Total.

7 20 1,903 0•37 !•OS 100•()

Parsie. Others. Total.

IS 2 1,S9I o·os o·u 100·0

For reasons already given it was not possible for the Railway Board to issue detailed instructions to railways until about five months after the issue of the Government of India's orders. Considering that these orders were not in fot·ce for the first quarter and were not communicated to railways during the second and third quarters of the period under review and that, _ on their receipt at the end of the third quarter, the railways had to issue detailed instructions to different department5 under their control, which naturally occupied some time, the results for the year under review cannot be regarded as unsatisfactory. Instructions have, however, lieen issued to Agents of Railways to make good the arrears of shortage in the Muslim recruitment dul'iug the current year and the position is being carefully watched by the Railway Board.

75. Training of staff.-A rea Schools-( a) East Indian Railway­Railway School of Tmnsportntion, Chandausi.-During the year 1934-35, the conrses of instruction were much on the same line;> as in the previous year. Two fresh courses, 1:iz., Commercial Refresher (for coaching staff only) and special Telegraph Instructors' course were introduced. Owino- to a heavy demand for Probationary Assistant Station Masters, the nurnbe~· of students to be trained was incre:tsed to meet the requirements of the Divisions. Refresher courses for Assistant Station Masters continued to be held reg~larly. One European or Anglo-Indian Assistant Station Master, Assistant Yard Master or Platform Assistant from each Division was added to the number for ~his course. The t?tal number of student days was 37,829 for 917 students m attendance dnrmg 1934-35 as compared with 25 490 student days for 667 students in 1933-34. '

(b) North lVestPrn Railway-Walton Training Sclwol, North Western Raihra!f, _Lahore ('an~o~lniPnt.-During the period under report the school contmned the trammg- of staff f?r the North Western Railway. The total number who attended the school.m 1934-35 was 1,320 which included

EASTERN BENGAL RAILWAY.

G eneral view of the B. R. Sinwh Hospital, Sealdah.

ow. VI.] STAFF.

67

some ex-station masters and commercial in 1931, could not be provided with f;0~fn:!udents who, although trained Refresher courses for Permanent-way In P t Jents ~ue to retrenchment and Locomotive staff suitable for promo:foec ors, Tra1n .Examiners, Guard~ introduced. n to Locomotive Inspectors were

The school now supenises the theor t. , probationers. e Ical and practical training of all

The scope of this institution is being rad ll . . all the important categories of staff on th~ rai~~/ enl;rged so as t.o embrace of refresher courses for those already in servic } . a~ the. beneficial results as the number passing through the school incr:a~Ie ecommg m?r:e marked school a~·e undoubtedly ?f great advantage to the ad~~: . The .acti.nt.tes of the the effictency of operatwn. rmstratwn m 1mpronng

76. ImprovemeD:t in the service conditions of the staff.-Hou,., 0 Employment Regulatzons.-The Hours of 'Employment Re 1 t' '1 I

d b . · "'U a lOllS l'lYe a~reaay een gtven statutory effect on four of the State-man~ged Railw:;ys, 1nz., North \Vestern, Eastern Bengal East Indian and Great Ind· p ·

R ·1 . Th · ' . tan emn-s?la at ways. e que,stwn of extendmg the application of these Regula-tions ':0 _the Burma ~n~ Company-managed Rail~ays continued to engage the attentiOn of the Raih>_ay Boa.rd ~urmg the period under review with parti­cular reference to their applwatwn to the Madras and Southern Mahratta an~ Bombay, _Baroda and Centr~l India Railways in the light of certain est1:nates received from those railways. I~ was decided to give· statutory effect to the Hours of Employment Regulatwns on these two Railways from the 1st ~ovember 1935. With ~he e~tension of the Hours of Empioyment Regulatwz:s referred to :;tbove, .stx railway systems employing about 71 per cent. of ra!lw~y workers m India would by the 1st November, 1935 have been brought Withm the scope of these regulations.

77. Welfare.-(i) Assistance from Railway funds to Railway employees for the education of their children.-It was stated in the Report for the year 1932-33 that an officer of the Iridian Educational Service was placed on special duty to make a detailed estimate of the cost of the introduction of the new rules for the grant of assistance to railway employees towards the education of their children, as well as the cost, as it would be, if the rules were liberalised in certain directions, and further to report on the administration of the schools maintained by the State-managed Railways. It was also stated therein that the reports submitted by this officer on the Ea:;tern Bengal, East Indian, Great Indian Peninsula and North Western Railways were und~r consideration by the Railway Board. Since ther:, these r~~~rts, anrl ccrtam suggestions connected with the grant of educatiOnal facilities put forward by the All-India Railwaymen's Federation at the seventh half-yearly meetmg between the Railway Board and the Federation held_ in November 1933, have received the most careful consideration of the Railway Board and t~e Government of India. The Government of India have arrived at. certam conclusions on the recommendations contained in the reports s~bnnt~ed by the officer on special duty and on the suggestion_s of the_.A:ll-Ind1a Railway­men's Federation. Before orders are actually Issued g1v~ng effect to these conclusions, it is proposed to discuss the matter at a meetmg of the Central Advisory Council for Railways.

( .. ) St If B fit F d.-The Staff Benefit Funds est~blished on St~te-11 a ene un . d . . h erwd under renew

manaaed Railways continued to functiOn urmg t e P h h f d and f~om the reports received from railways it was foun<;J t at t .e~e un ds

· · ·t · oviding certam amemt1es an contmued to play a promment par m pr · d taff on Rail affording certain forms ofTelief to ~ubordin.a,ted afd lo;~~r A~~In~ia Railway= ways. In com;ection with a. suggest:o~ recene rom licit to the discussions ~len's FederatiOn, the questiOn of.givmg gJea~er Pu~~icatfori in the railway m the St.aff Benefit Fund .Commlt~ees an t e P tin 0£ the Committees weeklv o·azettes of resolutiOns arnved at such mee gs is unde1° consid~ration by the Railway Board.

-68

. . . o \liD OS ISDL-\S RAILWAYS FOR 1934-35. [CHAP. YI. REI'OHT BY THE HAlL\I.H B '

.. . . S ~orts.-The seventh annual lnter-Haihyay Athletic (m) Ratlwayh 1J · the Irwin Amphitheatre at .New Delhi on the 2'2nd

Tournament wah 1~3_m The Bombay Baroda and Central India, Eastern and 23rdEMal d. <J.Great Indian-Peninsula, His Exalted Highness the B~ngal,'s s::~ N::· Western and South Indian Railways an~ the Railway Ntzamd d'th · teams The tournament was wo.n by the North Western Boar entere etr · · 1 E t B 1 R ·1 Railwa , for the seventh year in successwn, t 1e as ern enga ai way being the runners-up. . .

For the field games a hockey tournament was h~ld m pelhr from t~e 18th to 21st l\farch 1935. The teams from the followr~g rarlways co~peted :­

Bombay, Baroda and Central India, E!st Indian, Great Indian Pen.in-1 Madras and Southern Mahratta and North 'Vestern. The ;East Indmn

R~ii\\:av won the tournament, the Madras and Southern Mahratta Railway being the runners-up.

A .Boxing Tournament was also held at C:alcutta on the .14th an~ 15th of February 1935. Teams from the East In~ran, Gre~t Indran Penmsula, Madras and Southern Mahratta and North V. estern Railways took part, the East Indian Railway winning the tournament.

78. Report of the Royal Commission on L~bour.-. The reco~menda­tions of the Royal Commission. on Labour conc~rnmg raihyays contmue~ to engage the attention of the Ra:1lway Board durmg the penod under reVIew. Orders were issued by the Rarlway Board to the Agents of State~managed Railways, with an invitation. to Agents of Company-managed ~a1lways to follow a similar procedure, m respec~ of certam recom~endatwns of the Commission of minor importance, particularly those relatmg to leave rules, the raising and recovery of debits, indebtedness, health and welfare of the industrial workers.

Other recommendations of the Royal Commission on Labour of major importance, viz., those relating to the establishment of a Joint Standing Machinery for the settlement of disputes on railways and other cognate matters such as grant of facilities to recognised Unions, etc., continued to receive attention though final decisions were not reached during the period under review.

Emergency cut in pay.-ln the last year's report, it was mentioned that the emergency reduction in pay, not exceeding 5 per cent., would continue during the year 1934-35 in respect of all Government servants including tho~e of the Railway Department. During the year under review it was decided that the cut in the salaries of Government servants would not be reimposerl after the 31st March 1935.

The Company-managed Railways agreed to adopt the same procedure. 79. Revision of the scales of pay of future entrants into the superior

and subordinate services.-Mentign was made in the last year's report that the reviged scales of pay for Superior services had been announced in October 1933 and t~at ~he reyised scales of pay for the Subordinate services were under ~xammatwn. \nth the intention of introducing them during the year 1934-3<>. .The r~vrsed seal~. for subordinate services were finally adopted by the varwus railway admm1strations during the year under report .

. A rousid~rablE.> saving in working expenses is expected to result from the m~roduct101_1 of th.ese revised sc~les. As, however, a large majority of st~ff 1\ho. were m service before the mtroduction of the revised scales of pay {

111 con~mue on the .old scales, the amount of savings ultimately accruing rom th1s me~sure \nll not actually materialise for some considerable time. ~hen ~he entire.staff on railways have come under the new scales of pay the t pproxhmate.savmgs on State and Company-managed Railways will amount o muc more than one crore of rupees. · '

80. Sec~ity. of Service.-Rules regardinq the discharqe and dismissal of Stafp Rm:u•aynon-gautfpd GonPrnmPnt servants.-Ment'ion was made in the last !ear s report that Agents of State-managed railwavs had been asked to submit report~ on the working of the rules regulating the discharge and

CBAP· VI.] STAEF.

dismissal of State ~ailw;oty non-gazetted Go.vernment serYants and to furnish their recommendatiOns m r~gard to certam proposals which the Railway Board ~ad under contempla~10n for the amendment ~f ~hese rules in connec­tion with the reco~endatwns of the Royal CommiSSion on Labour. The reports have been received from the Agents and are under examination by the Railway Board.

81. Meetings w~th the All-~ndia Railwaymen's Federation.-During the period ur:der rene:w the Ra~lway Board met the representatives of the All-India _Ra1~waymen s Fed~rat10n on t":o·occa:>ions, once in July 193-1, and a second time m December 1934. The mam subJects d1scussed at the meeting held in July related to amen?ments to new leave ~ules,_ disciplinary enquiries. wage cuts for short timers, etc., exclusiOn of mfenor staff from Provident Fund and house-rent for low paid staff, while Staff Benefit Fund Rules Compulsorv membership of Institutes on the Eastern Bengal Railway, charging of house-rent from low paid staff, revised scales of pay, and the Hours of Employment Regulations formed th~? main subjects discussed at the meeting held in Decem~er 1934. The sug~est10r:s put forward_ by the Federa­tion at these two meetmgs are under consideratiOn by the Railway Board.

70

OX JXJ)l ~X IUIL\LI.YS FOR 1934-35. [CHAP. VUO REl'ORT ll'f THE !!AIL WAY BOARD 0 0 0 0

CHAPTER VII. AMENITIES FOR PASSENGERS.

. ts information in regard to action taken for the 82. In prenous repor. ence of assenaers was embodied in the '' Miscella­

greate;,comfort and J:C::n~;der. ho!ever, to give more information on such neous 0h.apter. . d . this and future reports to have a complete chapter matter~. It bi~ prop_ohs'eh m.,·n indicate in "Teater detail what has been done for this su .1ect w 1c " "' during the year under report. . . . a

In addition to improvements m tram sernce~. pro,ress was ma.de so far f d 'ttad on the proiTamrne for proY1dmg better coachmg stock as un s perm! ~ , o 1 d f th

and improving the existing stock. Programm~~ werle lal so rawdn upd or. de rovision of additional waiting rooms and waiting 1a s, covere ~n raise

~latforms, refreshment rooms for Mohammedan~ and for ~mdus and Yendors' stalls. Improvements were also eff~ted m the ~rran,ement: for the supply of drinking wat:r. and .for ensur~ng the cleanliness of .carn~ges including latrines on runnmg trams. AdditiOnal restaurant car services were also introduced.

The existing position on railways in regard to certain ~atters, and the particular steps for improv~ment that h!1ve ~een taken ~urmg the year on the principal railways are bnefly summansed m the followmg paragraphs:-

(i) Booking offices.

Assam- Benaal Railway.-Temporary additional booking offices were opened at Sitakund, Barabakund, Baraiyadhala, ShambJ1Uganj and Badarpur Ghat during melas. The provision of an additional booking office at Ganga­sagar was sanctioned.

Bengal and North-JV estern Railu•ay.-In order to meet the requirements of pilgrim traffic, sixty temporary booking offices were opened at sixteen stations.

Bombay, Baroda and Central India Railway.-Additional temporary booking offices were opened for certain big fairs such as the Mahim Urs and the Khwaja and Pushkar Fairs at Ajmer.

Eastern Bengal Railway.-A booking office joint with the East Indian Railway was opened at the premises of the A mrita Bazar Patrika, for the outward booking of parcels of newspapers and joint arrangement,s were effect:ed with the COJ?bined East Indian and Bengal Nagpur Railways' city bookmg office at K1dderpore, where booking of all classes of passengers, luggage and parcels over both railwavs and steamer services was attended to. Work was commenced on a booking office in the new third class waiting hall at Siliguri.

~ast Indian Railway.-As an experimental measure an intermediate class bookmg office was opened on the city side of Cawnpore Central station.

Madras and Sou~hern Llfahratta Railway.-An office was opened in Guntur Tow~? for bookmg of passengers and another at Bangalore City Market for the bookmg of passengers, luggage and parcels.

His_ E(IJalted Highness t~e Niza.m's State Railway.-Additionai ~ooking offices l\ere opened ten:poranly durmg the important jathras and fa1rs.

North Weste~n Railwa11,.-Mol$a Hospital City booking office was reo~ened tel'!lporanly for bookmg of Intermediate and third class passengers. A. city b~kmg office for .passengers and luggage was opened on the Mall at Simla durmg the down-h11l move.

C""'· vn.J ';I

Rohilkund and K~tmaon Rail·wa.11--A se arat boo_. . . poranly opened at Kathgodam for third class ppass e "' k~ng office was tern­months. en,ers urmg the summet·

(ii) Waiting rooms and wait ina halls. Assam Benyal Rail-way.-At Sylhet the build' · ·

third class passengers was begun and adequate a mg of a wa1tmg hall_ for for passengers waiting for trains durin<r th rr~~~me~ts8 were provided Shambhuganj. · " e - ~ anu nan ?.lela at

Bengal and North-1Y estern Railuxtlf.-One waitin room second class passengers was provided at Rasra and wa~ting h ;lr prst t-11~ class passengers at Rasra, Naikot and Manigachi. a 5 or t nr

!Jdengal Nagpur Radiltt~ay.-Tdhehwaiti_llf\ hall at Burnpur was extended to­provl e more accommo a wn an t e wa1tmg hall for third ·I at Lohardaga was cemented. · c ass passenger~

Bom_bay, Baroda and C~ntral India RailtNlff.-One additional unper class wartmg room w_as .prov1d~d at ~aroda. A waiting bnJl· was buiit at Sa~anavnra '\Vork m connection with the provision of a· waiting hall at Bh1lad_, 1mprovemel!-~ to the hall at Agra Fort (broad gauge), extension (lf the third cla~s wartmg hall_ at Be3;wa.r together with a waiting room for ladres and cem~nt concrete tile floormg of the waiting hall at Muktsar, was in progress durmg the year.

Bur'fl!a Railways.-. A waiting room for first and second class passen"ers-was provrded at Sagamg. . · '"'

Eastern Benga;l Railway.-The waiting rooms and halls for third class passei_Jgers at Arariya Court and Purnea, w~ich w~re _da~aged ~y earthquake, were m course of replacement. A new statiOn bmldmg mcludmg a spacious third class waiting ~all was und~~ construction at Barpeta Road, and the

· construction of a thud class wa1tmg hall at Silignri was in hand. Two passenger shelters at Poradaha were completed.

East Indian Raihuay.-One waiting room for first and second class passengers and eight each for intermediate and third class passengers were provided.

Great Indian Peninsula Railway.-The third class waiting hall at Kurla was extended. The cast iron sheet walling of the waiting hall at Chikni Road was raised to the top of the roof and four ventilators provided, also an additional bay was enclosed with cast iron sheets. The floor of the waiting hall at Madan Mahal was paved with flag stones.

Jodhpur Railway.-Separate waiting rooms for first and second class passengers were provided at Jhudo and J amesabad and a waiting hall for third class passengers at Jamesabad.

Madras and Southern Mahratta Railway.-_Waiting halls for third class passengers were provided at Aravalli, Tanu~u, Vendra and Pa1akol; and the existincr hall at Kirloskarvadi and Godavan were extended.

" His Exalted Highness the Nizam's State Railway.-_ Improvements were made to the lavatory arrangements in certain waiting rooms. .

North Western Railway.-An upper class waiting roo!ll at No~-Kund1, a first and second class ladies' waiting room at Nawabshah, mtermediate class ladies' waiting rooms at Ambala Cantonment, Kalka and_ Saharanpur .and third dass waiting halls at Mithiani a:nd Jammu .(~awi), were provided during the year. The flooring of the third class wa1tmg hall ::t. Khudabad was renewed and the verandah of the existing third class wa1tmg hall at Razurpur was extended. .

Rohilkund and Kumaon RaibNty.-An 11pper class waiting room was provided at Manpur Nagaria.

South Indian Railway.-Additiona1 wai~ing rooms for first and seco_nd class passengers were provided at Mettupala1Y:am and Pnn~unnam. Thir~ class waiting halls were built at Ariyalur, ~1k~handark~v1l, .Narthamalai, Karaimadai, Tiruppur, Tellicherry, .Palni, S1kkd and T1llad1 nnd that at

:!of

72 . ,. JJO..UW 0.:\ h"\Dlll> RAILWAYS l>'OR 1934-35. [CllAP. VII.

l!E!'ORT m: THE l!liL \\A •

d d T mporarv waiting halls were also provided Irinjalakuda was exten e · ed d r at Ravanasanmdram and Tiru\·a amaru u : .

, t . duced below shows m a summansed form the number !!u: statemen r:lt~vaiting halls provided on each Class I railway for of "aJtwfg. roote~s ediate and third class passengers. the use o Ill 1m . . - 1

I

1 • h · ·1·'"rmediate and third class waiting rooms and waiting halls

Statement; s ow1ng I ""' ·

B •• B. Jodh· "·"' N.W.

A.B. B ... B.~. .. Bmma • E. B. E. I. G.I.P. pur. S.M. N.S. "·"' - x.w. c. I. I<. c. s.

-- -- ---- -- -- -- - --'

-- --- -- - -1. l'otal number

,, ttatiDns op<n lor

puaclll!llf traffic.

2 Number of t~tatimu at whJch wa.Jtlng • rooma or hlill5 tmvo been provided for

1ntennl.'d14te cJM! _pa&~CDgCl1' :-

(I) S'ODcrallf • . . (II) tor women . . .

3 Xombu of ttatJow at wWcb third class • • waiting rooms or luilla have been pro-

vided ;-

(I) generally . . . . (li) lor women only . .

'· Percentage of ataUona at whfcb WBitlng toomJ or halt. bJ!,Ve been provJdcd aa c:omptt.red with tho totAl number o1 etAUons open 1or pauengert.raillc :-

(1) !or lnWrmcdlato cl4a, generally •

{lJ) for 1ntermcdl&tc """' women only.

(ill} lor third claea, generally . {Jv) lor third cla.uz wcmen onlY .

2<>5 3Sl 510

•• • 11

58 10 "

238 251 ... 127 .. ..

3·39 1·12 2·16

HHi6 .2·85 2·7&

..... 71·51 00·00

43·05 9·1)7 13·58

... 453 450

1 .. 8

1 .. •

474 453 423

1 Nil . .. 0·16 .. 1·78

0·15 .. 0·89

73·04 100·00 94-60

O·Hi J.•a 72·22

c.-Commerdal. s.-strategle.

750 660 1 ..

38 Nil 1-tiJ.

37 Nil l."il

••• 467 92

170 13 3

5·07 Nil :Nil

Hl·S NU Nil

44•4-G 83·89 63·90

22·67 2·32 2·08

(iii) Covered and raised platforms.

539 210 877 190 07

Nil Nil 13 3 NU Nil .Nil ,. .. 2

491 210 634 113 94 u 2 49 11 12

NU Nil 1·48 1·58 Nil

.l'iil Nil 1·60 .. 2·06

91·09 100·00 72·29 59·47 ... ., 2·60 0·95 1Hi9 5·79 12·87

The following statements show the present position m regard to plat­forms generally:-

(a) Statement showing number of stations provided with covered platforms.

- A.. B. B ... Y. W.

- ~ Total number ...

PM&Cn&er trutllc. stations open for ... 351

(I} cta.u D (or flag atailone) . .. 23

ftll) Othu thAn claM D (or flag) 197 328 eta tiona.

(i} Xnmher of ataUon& at lrhlch 22 27 t.hctc Art! twu or more pl&Uonm.

(ll) Totn.l number of platforms nt ancll atatJ.one.

53 63

(Ul} TotAl D'I1IIlber of OO'>crcd plat-forms at. auch atatlont. • .. vu

Uv) l'erccntagc ot (UI) to (11) 7•55 Nil

(I) Number of &tations other thnn 175 307 cLue D at. which there 11 only OUt.l platiunn.

(it) Number of ~u~h atntlom at whfch lbcro an to\'Cl'OO platforms.

.. '\~il ~·a

(iii} Pt'KOntngC of (Uj to (i) J;(l sa

B. N.

-... .. ... 83

116

4

2·27

373

I

f1·27

B., :B. .. BlllmA. E. B. C. I.

- .._.___ --... ••• 450

116 92 126

••• 361 324

100 11 83

260 168 222

154 73 •• ..... 4 .. 20 Ul·37

350 ••• ,..

1 • Nil

0·29 1·35 ... Vil

c.-Commercial. s.-stnteg~c.

N.W. E. I. GJ.P. Jodh· M ... N. S. pur. S.M.

c. s.

- -- -- -- -- ----no- S<IO 144 6S9 210 877 100

121 84 67 86 53 212 39

629 416 87 453 157 ... 161

389 190 5 55 25 232 • 002 452 18 163 •• 579 23

210 125 Nil •• 11 181 3

21·83 27·65 Nil 48·14 18·64 31·26 13-64

238 312 82 398 147 ... !43

37 • .f.~il 22 Nil 10 1

15·55 2·SS Nil 5·63 Nil 2·10 0·10

E. .. K.

--91

6

•• •

11

• ..... ..

Nil

. .'·HJ

J

'

'

Jf

II

06-; .. ,

S.L

-"' H1 ... ,.

'"' "

'2'SS ,,.

• HI

,,

CHAP. VIr.] AMENITIES FOR PASSENGERS. 73 •

(b) Statement showing number of stations pro·vided with platforms abo·ve rail level.

B., B. N.W.

-- A.B. B.& B.N. & Burma, R. B. E. I. G.I.P. Jodb- >!.& N, S. l!..& N.W. c. I. pm. S.M. K.

c. s.

I -- -- -- --- -- -- -- --1----- -- --

number oi statlonB open 295 351 010 649 453 450 '"' 56ll H< 589 210 817 100 97 U!s:engex tratfie.

fo:r l (i) Glass D {or fl.ag) staU{)nS 98 23 ..

Ji) other than class D statlons.

(or tlag) 197" 328 446

(i) Number of stations ot1urr than 22 21 75 futg staMens at which there .... more th.&n one piatfOl'Ill.

{ii) Total number of p!atfcnm!l such stations.

at 53 68 158

:m} Total numOOr of platiorms sneh Btatitmsabon;rail level.

at 6 " 132.

(iv) Peroentage of (iii} to (ii) 9·43 'ltHl 83·54-

(i) Number of stat/ions at which 273 322 428 there is- only one platfonn.

(ii) Numbe:rofsuchstations atwhich i 6 166 120 platforms are above rail level. :

(iii) Per.cent.age of (ii) to (i) I I 2·20 51·55 2iH4

116 92 126 121

"" 361 324 629

•• 62 82 363

246 128 219 928

226 50 194 £00

lH·87 3fH)6 88·58 &HIS

501 ' 3'76 287 361

201 1 39 135 15>

I 47·0i 142·00 3{HH 1 10·37

I

C.= Commercial. 8. = Stca,tegi.e.

.. 57 86 53 212

476 87 458 157 665

Hill 3 .. 11 201}

... 18 153 32 538

315 18 153 31 380

79·14 100·00 lO(HXi Q6·88 71·29

345 139 484 185 645

197 7 320 71 182

57·10 5·04 66·12 38·38 28·22

(iv) Refreshment rooms for Hindus and JJ.loha·mmedans.

39 5

151 92

8 8

21 23

17 18

80·95 78·2ij

lSI 88

90 28

49·72 Sl·82

I

The following statement shows the number of refreshment rooms pro­vided for Mohammedans and Hindus previous to year under report, and the additions made during 1934-35 :-

The table below shows the details of number of stations on Class I Railways, provided with rifre$hnwnt rooms .for Hindus and Moha1nrrwdan.s on 31st March, 19315.

Kame of .Railway.

-ASi',llm Bengal

llengaJ and North-We.;te-rn

Bengal Nagpur

Bombay, Baroda and Central India

Ellstcrn Bengal

East Indian

Great Indian Peninsula .

Jodhpur

Madras ;md ~outbern Mahrnth<

His Exalted Highness the Nizam.'s Stat-e

North Western

Rohilkund and Kumaon

South Indian

NUMBER Ol<' STATIQXS PROVIDED WITH REFRESff.'lfE:t{T ROOMS :fOR THE USE OF

I I Hindus Hindus

I .M:1Jham-

and Mobam- only. medam;. medans. only.

3 .. .. .. • 9

13 .. .. .. 8 ;

21 12 7

12 ' 4

.. • ' 3 1 ..

s•f" broad 7 .. gauge+l9 metre gauge) .. 10 11

21 .. .. 1 .. ..

" .. 6

I I

!

'

I I

N{L\IBER 01' REl'RESJUI:Eli<"'T .ROOMS WHICH W:ERE PROVrDBD DUltTI(l. 'II-IE YBAR.

Hindus Hindus Molliun-and Mohrun- only, medans

medans. only.

.. .. ..

.. .. . .

.. .. . .

.. .. . . ' ... .. ..

.. 1 2

.. .. . .

.. .. .. ' .. .. . .

.. . . ..

2 . . .. . . .. . .

1 .. .. '

(v) Vendon' stalls in waiting halls and on platforms.

Assam Bengal Railwny.-62 Hindu stalls, 3 Marwari stalls and 40 Mohammedan stalls were in use at 50 stations.

Bengal and North- Western Railway.-There are stalls at 38 stations. :M2

8. I.

--599

In

458

,. 215

145

67·H

520

278

53·46

GREAT INDIAN PENINSULA RAD...WAY.

New Chambal Bridge Superstructure. Standard H. M. Loading 1934.

'i4 . . JlO.UID o:> h"\DlA:'\ RAILWAY<> FOR lliM-35. [CllAP. VIJ.

HEI'OHT m: 1'1!1:: lUlL\\ .n: '"

. R ·z . -No addition was made to the nUinber of stalls Bengal Nagpur. a! uaa~ring the previous year. The Hindu stall at

i.~··. 65 that were 1~•-u~ d so as to provide separate accommodation for y 1z1anagram was ex""'n e Brahmans and non-Brabmans.

B . d d Central India Railway.-78 stations on the broad

Bombay alo a an h d 11 F t 11 -. s2 stations on the metre gauge a sta s. our s a . s, mz., ~>ne gauge a~fd h 1 1 1 · Fort Sonahad Kora and Umalla, were provrded durmg each at 1> a a a <s 1m1, • ,., ' _ the year.

B R. ·zway' 260 stalls were open at the end of the year. urma a1 .,.- •

Eastem Bengal Railway.-Tea and light refresh~ent stal~s were pre-. 1 'ded at 79 stations New stalls were provrded durmg the year vrous y provr · . G

at K~lchini, M:ajbat and Godagari hat. East Indian Railway.-Stalls were previously in existence at 114 stations.

During the year four stalls were opened, one each at Barka Kana, Madhupur, Kashi and Sandila.

Grt~at Indian Pmin.•ula Railway.-There :vere stalls previously at 132 stations. During the year, 11 stalls were provrded as follows:-

2 at Kareli; and 1 each at Chandur, Dholpur, Gwalior, Jeur, Mumbra, Pusad,

Raja-ki-M:andi. Sohagpur and Yeola.

Jodhpur Railu-ay.-Vendors' s~alls were in exist~nce at fiv:e stati?ns. Stalls for ice and aerated waters were opened temporanly at Lum JunctiOn, Jamesahad. Pithoro :wd Mirpur Khas.

!Jfadras and Southrm 111.ahratta Railway.-No addition was made to the number of stations, riz., seven at which stalls were previously provided.

Hi.s Exalted Highness the Nizam's State Railway.-There are stalls at 134 stations.

North Western Railway.-Stalls were previously in use at 126 stations. During the year under review, 11 new stalls were provided, viz. :-

2 each at Kalka, Bhatinda and B<ttala, and

1 each at Tando Adam, Rahim Yarkhan, Khanpur, Ruk and Quetta.

In addition, 18 tea tables were provided on the platforms and in the waiting halls of 10 important stations.

Rohilkund and Kumaon Railway.-There are two tea stalls at Kathgodam and one at each of the following stations :- .

LucknO\y ~ity, Sitapur, Pilibhit, Bhojeepura, Lakhimpur Kheri, Madam. Izatnagar and Bareilly City.

_South Indian Railway.-At the end of the year, 190 stalls were open. Durmg the year, 26 new stalls were provided at the following stations:

. (a) Fruit stalls-Mandapam, Kodambakli:am, Vadamadura and Madras Beach (Goods Shed). .

(b) Combined fruit and tea stall-Punkunnam.

(c) Light refreshment stalls-Conjeeveram Olavakkot Virudhunagar and Palni. ·. ' . · '

(d) Pan Stalls-~hingleput, Chidambaram. Vriddhachalam. Maya­varam, T1r?varur. Tiruturaipundi, Tanjore, Dindigul, Man!lmadurai, Madura. Trivandrum Central, Palni. Mettu­palmyam. Shoranur, Calicut and Cannanore.

(~) Tea stalls-Walajabad.

(;&P. Vll.] AMENITIES FOR p ASSEXGERS.

75

The following statement summ . ·1 t h" h anses the n b · Ra1 ways, a w 1c vendors' stalls were

0 ~ er of statiOns on Class I

pen durmg the year 1934-35.

Railway.

Assam Bengal

Bengal and North-Western

Bengal Nagpur

Jlombay, Baroda and Central India

Burma

Eastern Bengal

East Indian

·Great Indian Peninsula

Jodhpur .

Madras and Southern Mahratta

His Exalted Highness the Nizam' s St4>te

:North Western

Rohilkund and Kumaon

South Indian

Number of stations a.t

whiohtrtalls wereinaemee OD. 31st llareh.

1935.

00

38

65

llO

260

79

114

132

5

8

134

126

II

190

(vi) Water supply for passengers.

Number of •tallsoponed

during tb.PJ'ea.r'a

1

3

4

11

4

11

10

26

Assam Bengal Railway.-(a) Large stations.-Water taps are provided -on_pl3;tforms. 'Vatermen are also employed at a number of stations to supply drmkmg water to passengers at train times. Clean chlorinated water is made available in earthen chatties at all stations, in addition t{) European type filters installed at 21 stations.

(b) Small stations.-Earthen chatties on wooden stands supply clean -chlorinated water.

(c) 29 watermen were permanently employed at 27 stations. Hindu staff were also deputed to help watermen during rush· periods.

Bengal and North- JV estern Railway.-(a) Large stations.-Hydrants are provided at suitable places on station platforms. Water is also provided to passengers in trains by watermen provided with wheeled water tanks and .buckets.

(b) Small stations.-Water is kept ready in buckets in the station verandahs, whence watermen and other staff supply water to passengers in trains. At engine watering stations, taps are also provided for the supply of water to passengers.

(c) 128 watermen were permanently employed at 94 stations and 106 te!l'lporary additional watermen were engaged for the hot weather months.

Bengal !l'agpur Rnibmy.-(a) Large .•tnti011s.-Water shelters are -pro,·ided at 90 stations.

70

. . HW O~ l2(D1A:\ ltAlLWAYS k'Olt lU;J..I-a5. [{;BAP. Vll. UEl'Ulti ll1 T!fl:; lt.\1L\Ul llO.

. . . _ -DrUIDS on wheels are provided for supplying water -(b) ::>ma~l ~tatt?1~'\.~ . lJ, are beinu provided accordmg to a programme

at mau y statwns. u e '~ e ~ d te ·h r the existing supply IS not a equa . . .

'II e e ~ . .. n were employed permanently at 136 statiOns, and 100 . (~) llti '1\aterme . re enaacred durin a the hot weather months.

add! twnal watermen '\\ e o o . 0 • •

· B . d 11d Central lndta Ratlway.-(a) Large statwns.-Bombay, aiO ~d don platforms· in addition, permanent Hindu water­

Water tapis aretepdrmb'l, etenlporary men 'during summer attend to passengers. men supp emen ) d · 'd d h

h · -1 f tations water huts an znaos are prov1 e , w ere cool At t e maJOri y o s ,

water is stored in earthen gharas. . (b) Small stations.-Hydrants are provided at certain small stations

and at others permanent watermen, supplemented by temporary men i; summer, supply water to passengers.

(c) At 29 stations on the broad gauge and 304 stations on the metre uuge, 44 and 453 watermen respectively were emplo.~ed penn~nently. In

~ddition. 91 and 38 temporary waterme_n were prov1ded durmg the _hot weather months. One water tap at Samm and one at Baroda were provided during the year.

Burma Railu·ays.-(a) Large stations.-Hydrants are provided on plat­forms and in waiting sheds.

(b) Small stations.-Earthen pots containing drinking water are placed in special stands on platforms.

(c) 20 watermen were permanently employed at 14 ;=;tations and 5 water­men temporarily during the hot weathe~ :nonths. Durm~ the year, a water tank was provided in the third class wa1trng hall at ThaZI.

Eastern Bengal Railway.-(a) Large stations.-A connection was made from the water tank to the station platform at Dacca.

(b) Small stations.-Tube wells were sunk at four stations, a water tap provided at one station and pipe connection at another.

(c) 132 watermen were permanently employed at 74 stations and 39 temporarily during the hot weather months.

East Indian Railway.-(a) Large stations.-In addition to hydrants on platforms, galvanised tanks on wheels or trollies with earthen pots, were used for supplying water to passengers. During the year, re-inforced concrete tanks with a number of taps were provided at two stations and separate trellis kiosks, containing earthen pots or buckets, of di·inking water, were provided at 51 stations.

(b) Small stations.-Trellis kiosks were in use at 88 stations. (c) 703 watermen were permanently employed at 431 stations and 504

temporarily during the hot weather months. Great Indian Peninsula Railway.-(a) Large statwns.-Watermen were

perm~nently employed to supply water to passengers and, in addition, a suffiCient numbe! o! chatties containing cool drinking water were kept in cages. Two drmkmg water fountains were provided at Harda during the year.

(b) Small stations.-Sufficient number of Kankharies and chatties con­taining cool drinking water were placed in shelters.

(c) 281 permanent watermen were employed at 208 stations and 382· temporarily during the hot weather.

'Jodhp11;r Raqu;ay.-(a) Large stations.-Water taps were provided on platforms, m add1t1on to piaos and Hindu watermen.

(b) 8-'!w?l stations;-Hindu watermen were engaged and piaos provided at the ma]onty of statiOns.

(c) 1?1 wat!lnnen were permanently ernploved at 98 stations; and 13 temporarily dnrlllg the hot weather months. •

CIW'· VII.] AllE:>OlTlES .!'OR PASSEXGERS. 77

Madras a'l}d Southern Jlahratta Railwa -An · ·. provid~d at Kottur ~nd Hagaribommanahauf~tation!~lditional water tap wa£

Hzs Exalted Hzghness tlte Nizam's StateR ·z · Water taps were provided on the platforms. m u-ay.-(a) Lar'!P statwn;.-

(b) Small stations.-Drinking water was r d __ · · by watermen employed at stations. supp Ie to pa:;sengers m trams

(c) There were 38 stations at which one waterm The total number of watermen emploved throughout tha~ each_ wa.S. empDloy~d. h h th h. d 1 • e\ear was~ nrm'"'

t e ot wea er, a t Ir c ass compartment was rese·~·ed f ·t 11· " ll , d · . •' or a rave Ill" waterman on a pas:senger an mixed trams for the snppl f 1 · k" o . ":

to passengers. Yo r rm m., watet

North Westem Railway.-In addition to water tap h db · · · h fill · · · • s, an arrm\ s con-tammg eart en pots ed With cool water, were provided for snpplyino-;rater to, passengers. \V: ater sh~lters containing a sufficient number of

mutkas , were also provided durmg summer.

1,414 watermen were per:n~nently employed at 892 stations. During the ~ot weather m~nths, 732 add~t10nal watermen were employed temporarily at 1mp?rtant statiOns. Travelling watermen were also in service on certain se~twns. Ex~r~ water taps wer~ installed on passenger platforms and in the third class waitmg halls at certam stations.

Rohilkund and Kumaon Railway.-(a) Large stations.-Sixteen water earl§ of improved p~ttern, were in_ use for the supply of water to pa>'Sengers. Two double-stand pipes were provided at Gola Gokaran Nath for use during melas.

(b) Small stations.-ln addition to cold drinking water placed in buckets for the use of passengers, one station -was fitted with Gujranwala pumps and three more were in course of being so fitted.

(c) 42 permanent watermen were employed at 42 stations and 37 water­men temporarily during the hot weather. In addition, 11 bhisties were employed at important stations.

South Indian Railu:ay.-(a) Large stations.-In addition to the provi­sion of hydrants, water tubs and drums on platforms, water carriers were also detailed to supply water to passengers in trains.

(b) Small stations.-Hydrants were provided on the platforms at the more important stations. -In addition, water was stored in drums which :vere kept in a cage or box. Additional hydrants and water tanks were provided at seven stations during the year. · · (c) 165 permanent water carriers were employed at 106 stations.

(vii) Restaurant or buffet car services.

· Assam Bengal Railway.-One _re~taurant car .was in regular service on the Assam Mail trains between HoJai and Furkatmg.

Bengal Nagpur Railway.~Restaurant cars on ~he E~ropean st~le w~re run on the up and Down Bombay and :Madras Mail. trams. On excursiOn specials, a kitchen car was provided. .

Bombay, Baroda and Central India Railway.-~estayrant c_ars caterm~ in European style were in service on the Frontier Mail trams bet\\een Bo~lmy Central and Delhi and on 1 Up and 2 Down between ~hmedabad and A_pner and 3 Up and 4 Down between Ahmedabad and DeihL . .

Third class carriages catering for Hindus and MuslllJ?S were pronded ·On 15 Down and 16 Up between Bombay Central a~d V1ramgam and 19 Down and 20 Up between Bombay Central and Delh~. . .

E B l R ·z y Restaurant cars catermo- m European st; le astern enga at wa .- · " 1 · d were run on the Assam Mail trains (3 Up and 4 Down). between Ca cntta an .Parbatipur.

78 _ _ .UW OX l:\l>IA.N lUlLWA.Yti }"OR 19&4-35. [CJLu>. YlL

><bl'URT JJY TilE H.HL \\ Al 110 • •

East Indian Railway.-Restaurant cars catering m European style, were provided on 8 ~ervices :- . ~ .

U d 2 Down-Calcutta~Delhi-Kalka :Ma1ls. Nos. 1 pan Nos. 3 Up and 4 Down-Bombay }.~ails. Kos. 7 Up and 8 Down-Howrah-Delhi Expresses.

~os. 5 Up and 6 Down-Calcutta-Punjab l\Iails.

Five restaurant cars for catering in Indian style, w~re being built.

Great Indian Peninsula RaiZu:ay.-Restaurant cars catering in Euro-pean style, were run on sixteen trams.

Restaurant cars catering in Indian style, were run on two trains.

Buliet cars were run on four trains.

Jodltpur Railway.-Restauraut cars cate~ing in Europ~an style, were· run on 3 Up and 4 Down between Marwar and Hyderabad (Smd).

Refreshment cars catering in Indian style were run on the following services : -·

3 Up and 4 Down between Marwar and Hyderabad (Sind).

9 Up and 10 Down between ,Jodhpur and Hyderabad (Sind).

29 Up and 30 Do}vn between Sujangarh and Degana.

Buffet cars providing light Indian refreshments were run on 73 Up and 74 Down trains between Jodhpur and Phalodi.

Madras and Southern Jtahra-tta Railway:-Restaurant cars caterino- in. European style were running on nine mail and express trains. "'

His Exalted Highness the Nizam's State Railway.-A buffet car for the supply of meals and other refreshments to Hindu and Mohammedan pas­sengers, was run hetween Bezwada and Wadi by Nos. 1 Up and 2 Down passenger trains. ·

Nortlt Western Railway.-Restaurant cars catering in European style,­were rnn on the following trains :-

- 7 Up and 8 Down between Lahore and Rohri.

9 Up and ]0 Down bet\\·een Rohri and Karachi.

3 Up and 4 Down hetween Lahore and Rawalpindi.

Dining and vending cars for Hindus and Mohammedans were run on the-following trains :- -

57 Up and 58 Down between Lahore and Delhi 7 Up and 8 Down between Lahore and Rohri.

Three dining cars for catering in Indian stvle were con<:tructed durino the year to replace vending cars. ~ - "

Rollilkund and Kumaon Railway.-Restaurant cars. caterina iu Euro-pean style. were run on three trains. :""'i o "'

. South Indian Railway.-Dining cars catering in European style were· run on 1 Up and _2 Down (Indo-Ceylon Express trains) between Trichinopoly and _DhanushkodJ an~ on the Up and Down Blue Mountain Express trainS< bBt>tfl'\~een Erode J_u~etw~ and Mettupalaiyam during the hill season only.

n et cars, prov1dmg hght refreshments, were run on :- ·

Nos. 7 ami 8-Dhanushkodi Fast Passengers.

Nos. 9 and 10-Trivaudrum Fast Passengers.

Nos. 11 and 12-Shencottah Passengers.

MADRAS AND SOUTHERN MAHRATrA RAILWAY.

m Class Die.el Rail Car-Side view.

CIW'· VII.] Al1EXITIES FOR P.!SSL'\GERS. 79

The following summarises the restau t ran car se d rnces uring 1934-33 :

X umber of trains nn which n"Bt&urant cars

X umber of Railway.

were run, catering in trains on -

vhich buffet Rema.rk~. Europesn Indi&n

cars Were

Style. Styl.. run.

.

Assam Bengal 2 .. . . Ben.,aal N agpur . . . 4 . . . . Bombay, Baroda and Central India 6 4 .. Eastern Bengal . 2 . . . . East Indian . . 8 * • 5 cars fur cat-:-ring in . . . .

Indian style were be-Great Indian Peninsula 16 2 4

ing built. -

Jodhpur 2 6t 2 t Refreshment cars.

Madras and Southern .Mahratta 9 .. . . ' His Exalted Highness the Nizam's . - .. 2

. State.

North Western . 6 4 . . Rohilkund and Kuma.on . 3 . . . . South Indian . 4 . . 6

(viii) Imp1·ovements carried out in existing lower class carria[1es. The improvement in regard to the provision of amenities for the comfort

an~ co~venience of passengers in the existing lower class carria~es has been mamtamed.

Electric lighting in lower class carriages on the Assam Bengal, Eastern Bengal, East Indian and Great Indian Peninsula Railways has been improved. 7 metre gauge bogie coaches on the Jodhpur Railway have been fitted with d_ynamo and cells. 7 broad gauge bogie coaches previously provided with oil hghts on the South Indian Railway have been fitted with electric lights.

Seat backs in 59 metre gauge bogie third class coaches on the South ~ndian Railway have been raised to provide additionnl comfort. The seat>< m the new carriages on the Bengal Nagpur Railway are of an improved type and they are appreciated by the travelling public.

Hat pegs and hooks have been provided in lower class stock on the Assam Bengal and South Indian Railways. ·

61 glass frames and 10i louvre frames and "l>indows have been provided in third class compartments of 13 coaches on the North ·western Hailway.

88 third class carria<>'es with female compartments on the Assam Bengal Railway have been provided with communication windows in the partition between male and female compartments. · '

All Class I Railways have taken steps to provide means to readily identify at night compartments set apart for women.

(ix) Improvements car1'ied out in the latrines of third cla.<s carriages. This matter continues to engage the attention of all railways. Electric lights have now been provided _in third class !at~ines of ~1! the

seven main line mail rakes on the Burma Railways. Electric lights have also-1<

80 , "\\" •r JJOJ.IW OX 1:\DIAX HA1L\r.1Yl:i r'01t 1U3.J-;J;;. [CnAP. VH.

itEl'OHT BY THE H~ 4 •

been installed in the latrines of 196 carriage~ on the N?r:h \Vestern Railway d !07 carria"es on the Benaal and North-\\ estern Raih\ay. A~rangements

~~r fitting electric lights _in the Jatri?es i~ ot~er Io:ver c~ass carnages_ of the latter two railways are m hand. Elect~JC lights_ m thud class l~trmes on the ·Assam Bengal and Great Indian Pemnsula R_ailways h~ve b:en Improved.

Arrangements are in hand to incre~se the size of latrmes _m lower class carriages which are below the standard s1ze on the Beng~l and North-Western, Eastern Bengal, Jodhpur, North Western and Rohllkund and Kumaon Railways.

Iron coat hooks and shelves for holding lota and s'?ap have been pro­vided in latrines of the new and rebuilt lower class_ carr1~ges o~ the Assam Bengal Railway. Similar shelves have been prov1de? m latr~nes of 214 existing ]ower class coaches on the North 'Yes~rn Ra1h_vay, wh~ch are also being modified so as to prevent water fin1mg _Its '":ay mto ma1~ compart­ments. On the Jodhpur Railway, 1~ latr~nes m third class carriages have been provided with water tanks. Mmor 1mprov~ments such. as c~at hooks, electric light and frosted glass hav~ also b~en mtr_oduced m t~1rd cl!15s latrines of this Railway. Automatic electncal eqmpments for 1mprovmg the flushing arrangements of third class latrines fitted by the North \Vestern Railway are under trial.

(x) A rmnyements to ensure cleanliness of latrines in passenger trains.

· Assazn Bengal Railu:ay.-TraiD: examine_rs at ter_minals a~d intermedi~te train examininu stations were reqmred to give specml attentiOn to cleanmg and disinfectin~ lavatories and latrines in all carriages. At terminal stations train examiner~ were made personally responsible for seeing that the roof tanks of carriages were clean and filled with water before each trip. District officers inspected all coaches at regular intervals. Overhead watering .arrangements for carriages were provided at Badarpur, Lumding, Akhaura .and Shaistaganj.

Bengal and North-Westem Railu:ay.-At all junctions, starting and terminal stations, overhead water tanks were cleaned and filled with fresh water. At these stations latrines were cleaned and disinfected whenever necessary.

Bengal Nagpur Railu:ay.-Large stations-Khargpur, Chakardharpore, Raj Kharsawan, Jbarsuguda, Bilaspur, Dongargarh and Khurda Road were provided with portable steel tanks containing disinfectants for use in inter­mediate and third class latrines, in running trains. All latrines were properly clea?-ed and disinfected unless, as was sometimes experienced, passen~ers obJeCted to a sweeper entering the compartment. The importance of keepmg latrines in running trains in a clean state was constantly impressed upon th~ staff concerned. To provide adequate facilities for filling lavatory ~anks With clean water, overhead watering arrangements were available at Important centres-Chakardharpore, Bilaspur, Dongargarh, Khurda Road and Adr!l and ground hydrants were provided at Kantabanji and Ravaghada. At statiOns not equipped wit~ overhead watlering arrangements: special wheeled tanks were used for fillmg lavatory tanks.

Bombay,_Baroda_ and Central I:uUa Railu:ay.-Tanks of carriages w~re filled at sta:tmg statiOns and replemshed at large stations en route by speCial staff. Notices were als'? ~xhibited in the lavatories of third class carriages 0h the ~road gauge advismg the public to inform the guard or station staff, w en t e serVIces of a sweener were required. The names of stations where sweepers were · J1 • • d ' t"

0 spec~a Y prov1 ed for the purpose. were also detailed in these

~0 1c:S. n the. metre gauge, Ia vat01·ies in carriages were cleaned en route Y sweepers provided at certain stations.

_Burma Railu:ays.-Extra sweepers for cleaning latrines in third class CltiTI~ges were posted at important stations where through trains had a sufficiently long halt. '

CJ!Al'· vu.J A:UEKITIES FOlt PASSEXGERS.

Sl

Eastern Bengal Railway. In accoi·d . h h t ff f th

. ance Wit th . issued, t e s a o e carriage examining t . e general mstruction,

· fill d t t · · s at10ns saw th " carnages were e a s artmg stations and at roof tanks of · "tt d Th 1 en route wh ·

and time perm1 e . ey a so saw to the h" ~re spec1al faciiit 1·e. . . ll . was mg clea . " of latrmes m a carnages at starting statio _; mng and d1~infectirw readiness to attend to latrines of carriaaes

0 ns ... ~weepers _were also kept i~

• • 0 n arr n: al of trams. East Indzan Razlway.-The tanks of · · . d l carna"es wer fill d statrons an a so en route when necessary t\. 0

• e e _at a 11 startino-was thoroughly cleaned and washed At. th • r term mal _stat10ns each rak~ were detailed for cleaning carriage~ and at: d~·ger statiO!!s en route staff Train Examiners ~ad i~structions to insp~ct ~n. ~ng to latrmes. All Head issued were complied With. Similarly all n· .:a.ms fnd see that the orders to inspect trains and report on the ~lean!" IH~JOna O~cers were required These rep~rts were summarised and submitt~~e~o~~h~~rnages an_d latrines. ing Supermtendent, together with action tal· t :l.fto the Chief Operat­light. < ,en o recti y defects brought to

Great Indian Peninsula Railway.-Alnatrines were flush d .· h then scrubbed down with soap and water flushed a · ~ "It water, finally disinfected at the starting stations. 'at intermej~1~ ~~~~ water and were detailed to clean lavatories in each ~occupied comiape

8t

10tns

8'd~·eephers · th · d . ar men an t ose m e occup1e compartments, With the permission of passengers.

W~ter tanks were provided to supply water for the tanks 1·n th" d 1 -I t 1 both t t t" t · 1r c a~s ava or es a s ar mg s at10ns and at stations en route.

J~dkpur !failway.-At t~rminal stations and at intermediate en"ine changmg ~tat10ns, staff were mst~ucted to fill carriage tanks. At stations whe_re tr>:ms stopped for. a suffiCiently long time, the staff attend to the latrmes, If and when des1red by passengers .

. Madras and f?outhern :Wlakratta Railway.-The carriage tanks on all tr~I~s are fi~led Wit~ water and la~rines cleaned :<t starting stations and at SUitable statiOns en 1_oute. At all Important stations, sweepers are detailed to attend to each tram to clean latrines .

. His Exalted Highness- the Nizam's State Railway.-At all starting stat1ons and at junctions, staff are instructed to fill up water tanks of all passenger carriages and to sweep and clean all latrines.

?Vorth Western Railway.-Instructions were issued to the staff to give partiCular attention to the cleanliness of lavatories in passenger carriages and to s~e that tanks in carriages were filled both at the starting station and -at statiOns en route. Station Masters and Train Examiners are required to arrange for the cleaning of lavatories at stations en route .

. Rohilkund and Kumaon Railway.-All tanks of _passenge_r and m_ixed trams are filled at starting stations and at suitable mtermed1ate stat~ons. At all carriage examining stations sweepers are detailed to clean latrmes,

South Indian Railway.-All carriage latrin~s are cleane~ and disinfected a~ each train examining station. Train Ex~mmers at stations are res~on­Sible for supervising this work and for seemg that water tanks are ~ull. ~lling Stock Inspectors and Locom?tiv_e Inspectors we.re also sp~CI~lly mstructed to watch this matter. District Officers earned out periO~ICal mspections. Special instructions were issued for the tanks ?f all carr1a~es to b~ filled as frequently as possible b~tw~n _6. and 8 bot~ m the mor~mg and m the evening. In addition to paymg mdiv1dual attent1on to comJ?lamts brought to notice Guards are also responsible for seei~g that lavat?r.1es a:e properly cleaned' and water tanks filled. Printed not1ces are exh1b1ted. m lavatories requesting passenaers to report deficiencies to the guard. Station Masters ~re also required t~ keep a sufficient number of bu?kets of water ready on the platform to fill carriage tanks on arri:val sbon!d tlps be nece~si~~t As an experimental measure, carriages ?f all trams passmg through T nopoly Junction, are cleaned during their halt. ·

.82 REPOHl' BY THE HAlLWAY BOARD OS L'>DlA)i I!AILWAYS FOR 193-1.;35. [CBAP. VIL

{xi) Reser1led lower class compartments for women. A n:angements made to distinguish women's compartments at mght.

On most principal railways intermediate an~ third class compartments reserved for women have either a glass panel be~rmg t~e ~gure .of. a w?man, illuminated at night, or a. plaque or. b?ard With a s1m!lar d1stmgmshing figure, and in some cases with the additiOn of the words For W<;nnen .only ' in English and a vernacular. These boards are also usually Illummated .at night.

On the Bengal and North-Western, Jodhpur and Rohilkund a_nd Kumaon Railways compartments for women have the figure of a woman pamted on the door or on a white enamel plate affixed to the door of the compartment reser1•ed.

On the Bombay, Baroda and Central India and East Indian Railways compartments for women are generally in the rear of trains, near the guard's compartment, an arrangement which is generally familiar to passengers travelling on those lines.

(xii) Overcrowding in third class ca1·riages.

All class I Railways took a census of the number of passengers in third dass carriages at least once in the year-during the busiest period-and more often when circumstances required it, s.o as to make certain that the number of trains run and the stock in use was sufficient for public requirements. The results of these censuses were placed before Local Advisory Committees in practically all cases. That the stock provided was generally adequate appears to be clear from tbe figures obtained. Occasionally a train was found to contain more passengers than the seating accommodation available but such instances were rare, and the excess was almost always due to ~ sudden rush which could not have been foreseen, i.e. an abnorllla] number .of marriage parties, etc .. If the results of a census indicated the desirability of a further census, this was arranged so that the question of remedial measures could be considered.

.C!U•· \III.] :\liSCELL.!XEOl:S.

83

CHAPTER· VIII. MISCELLANEous.

83. Accidents.-(a) The followina tabl h -servants and other persons killed and injureed s. ows ~he number of railway ways, excluding casualties in railway worksho m dac~Idents on Indian Rail­.compared with the previous year:- ps urmg the year 1934-35 as

KILLBD. llrJtraED.

Cause.

1933-34. 1934-35. 1933-34. 1934-35.

A.-Passengers. -

-In accidents to trains, rolling-stock, Dlanent-way, etc.

per- 21 15 160 74 In accidents caused by movements of trains 204 189 785 794 and nilway vehicles exclusive of train

accidents. ·In aeoid•;nts on railway premises in which 7

the movement of trains, vehicles, etc., was not concerned.

5 19 38

Total . 232 209 964 906

-B.-Rm"lway servants.

<In accidents to trains, rolling-stock, per- 9 '

10 123 107 manent-way, etc.

In accidents caused by movements of trains 177 183 1,975 2,269 and railway vehicles exclusive o£ train accidents.

:In accidents on railway premises in which the movement of trains, vehicles, etc.,

33 24 6,357 6,071

was not concerned. -- ----

Total • 219 217 - 8,4li5 8,447

-0.-0theT than passengers and

railway servants.

1n accidents to trains, rolling-stock, per- 4li 32 86 42

mammt-way, etc. In accidents caused by movements of trains

and railway vehicles. exclusive of train "2,307 2,545 679 790

accidents. ' 798 67 !In accidents on railway premises in w hicb 23 28 the movements of trains, vehicles, etc., was not concerned. --------

Total . 2,375 2,605 1,663 899

---- -GRAND ToTAL . 2,826 3,031 10,982 10,252

• • \'"'" BOA1lD Ol\ Il\D1Al\ RAILWAYS FOR W:l-!-3.3. [CHAP. Vlii. J!BPORT BY THE RAIL ·•~~ 84

b Out of the total of 3,031 persons killed, 2,0~9 were tr~spassers; 460 () d to be uicides and 57 were killed on railway premises otherwise

were reporte 5 · h. 1 Th · · th · · th ovement of trams ve IC es, etc. e Increase 1n e nurn-than dunno- em ' · · · II d b k'll d " compared with the previous year, 1s prme1pa Y un er th~ J;teads er 1 e ' as , (IS7) and " suicide " (67). The number of persons lllJured

" trespassers k'll d d d b 23 d d b 730 The number of passengers 1 e , ecrease y and of ecrease Y · · f 2'4 '11" · · ed by 58 although there was an mcrease o m1 1on passen-passengers lllJUr . . .

ger train miles in comparison w1th the prevwus year. . (c) The following sta~ment shows the number of. passengers killed and

injured on all railways durmg each of the last 5 years.-.

p ASSDGEB.S.

Year. Killed. Injured..

1930-31 . . . 337 1,037 . .

1931-32 . . . . . . . 255 91:1

' 1932-33 . . . . . . . 231 843

. 1933-34 . . . . . . . 232 96!

1934-35 . . . . . 209 906

(d) On class I Railways the number of railway servants killed in acci­dents which occurred during the movement of trains and railway vehicles, exclusive of train accidents, increased by 3 and the number injured by 302.·

The following table analyses the main causes of these accidents :-

KILLED. h<Jl7BED. -Cause.

1933-34. 1934-36. 1933-34. 1934-35.

]lfisadventure o.r accidental . . . 122 124 1,771 2,022•

Want of caution or misconduct on the part of the injured person.

47 45 140 182

Want of raution or breach of rules etc., .. 3 22 30 on the part of se.rvants oth.; ~han the per•on injured. I

Defecti,·c apparatus or system of working, .. . . .. 1 dangerous places, dangerous condition of work or want of rules or systems of working.

Total . 169 172 1,933 2,235

(e) The followmg statement l h 'd · · h 1 ana yses t e acc1 ents whiCh occurred durmg t e ast two years, grouped under the principal causes. A statement showing

()luP. VIII.]

the accidents in greater detail f . of Volume II of this report :- or each ra1lway v.ill he found . -

m Appeudix D L Running O>er cattle 2. Derailments not involv: · · · .

mg passeng t · 3. Accidents due to f .1 · er r:nns . draw gea.r . ai ure of couplings and

4. Accidents due tn failur. f · . · · · faulty material e o engmes owing to

. . ' workmansh. operation ansing from th k" 1P and running staff · e wor mg of the

v. Accidents due to £ ·1 ai ure of other stock . . rolling-6. Accidents due to failure of - . · . : •

faulty material and w e~gines ?W~ng to Mechanical Departme~~kmansh1p m the

7. Broken rails

8. Derailment of pa;sen"'~r t ·. . . o ra1ns ~

9. Fnes m trains or at stations b "d · · loR . orr1ges

. unnmg over obstructions . . other than those at level on . the hues . . . cross! ngs . .

11. Colbs10n mvoh·ing "'Oods t . vehicles " .rams or goods . .

12. Flooding of permanent-wa; 13. Attempted train wreckinoo

14. Trains running o_ver obst;uc~ions .or ve.hicl . at ~evel crossmgs . . . . es

15. Passenger trains running in th · a· . e wrong Irechon through points but not derailed

16. Land slips .

17. Accid~nts due to failur: of ;xles : 18. Collisions involving passenger trains : 19. Collisions between light engines . . . 20. Accidents due to failure of tyres or wheels . 21. Train '\n-ecking . . . . . .

22. Accidents due to failure of prake apparatus . 23. Failure of bridges or tunnels 24. Miscellaneous

Total

1933-3'-

9,iOI 3,174

1,917

1,401

521 355 234 186

193

148 188 116

94

55 74 44 65 43 12 20 13

6 326

19,2-31

193<-:;,;.

9,36:.! 3)2li

1,-106

556 323 274 215

189

133 107 107

73

52 51 47 33 33 17 15 5

315

19,379

. (J) The t?tal number of. accid~nts sh_ows an i!lcrease of 148 as compared w~t~ the prevwus year : agamst th1s the mcrease m total train miles was 6·8 :nulhons-

(i) " Running over cattle " still accounts for the largest number of accidents, i.e., 48 per cent. of the whole. Next in order, are " derailments not involving passenger trains " (17 per <'-ent.), " accidents due w failure of couplings and draw gear " (10 per cent.), " accidents due to failure of engines owing to faulty working of the running staff " (7 per cent.), " accidents due to failure of other rolling stock " (4 per cent.), " accidents due to failure of engines owing to faulty material,. etc., in the mechanical department " (3 per cent.) and " broken rails" (2 per cent.).

(ii) In spite of an increase in the number. of ~rains. run the:e was a decrease in accidents under the heads Trams runmng over obstructions or vehicles at level crossings " and " Collisions in­volving passenger trains ".

<(iii) Accidents in railway workshops accounted for ~e death of ~~ and injuries to 7,342 railway servants, or an mcrease of 4 m

86 REI'OHT BY THE HAfi,W.iY BOARD OX IXDTAX RAILWAYS FOR 193-1-3.5. [Cn.w. nu ..

the former and a d~crease of 1.447 in the latter head as com-pared with the prevwus year. .

84. Brief details are given below of the more serwus accidents which­occurred during the year.

On the lOth April, 1934. while_No. 143 Up P~r?els Express (Bengal and North-Western Railway) was shu_ntmg ~ a dead s1dmg_ to deta~h two J2arcels. vans it side-collided with the engme ?f No. 5~ Down Mixed ~ram (Rohilkund and Kumaon Railway) which was bemg received at the statiOn .. There were no casualties but the estimated cost of damage to the two engmes and the permanent way approximated to Rs. 7,500.

On the 25th May, 1934, a motor lorry collided with the lea~H~g ve~icle of No. 370 Up Goods train at a level crossmg close by ~he catch s_rdmg pomts at the entrance to Bara Jamda station on the Bengal Nagpur Rmlway. One female cooly in the lorry and the lorry driver were killed.

On the 15th June, 1934, while an Up Light trai.n was proceeding fronr Hatta Road to Bahwhat on the Bengal Nagpur Railway, due to a violent storm, the complete t~·ain consisting of five bogies, with the exceptioll: o_f the engine, capsized at mile 641/10-11. Fourteen passengers. were _H~Jured slightly and the Permanent \Vay Inspector, Balaghat, was senously lllJUred.

On the 16th August, 1934, a motor lorry, with a trailer, collided with No. 27 Up Goods train at a " C " class unmanned level crossing between Margherita and Powai on the Dibru Sadiya Railway, resulting in the death of three persons, including the driver of the lorry, and serious injury to another passenger on the lorry.

On the 20th September, 1934, No. 46 Up Passenger train derailed between Kesinga and Rupra Road stations on the Raipur-Vizianagram section of the Bengal Nagpur Railway, due to the bank having been washed away leav­ing the rails and sleepers unsupported; thirteen persons were killed.

On the 8th October. 1934, the engine and tender of No. 29 Up Fast Passenger train derailed between Rao and Indore stations on the Bombay, Baroda and Central India Railway, due apparently to the removal of a rail. by some unknown persons. resulting in slight injuries to nine persons and damage of approximately' Rs. 24,000 to the permanent way and rolling-stock.

On the lOth October, 1934. a collision occurred between a goods train and a rake of tramway wagons on the Kymore siding of the Great Indian Peninsula Railway, cansing damage to rolling stock approximating to• Rs. 15,300.

On the 17th October, 1934. No. 26 Passenger train derailed betwee11 Puttnr and Nagari stations on the north-west line of the Madras and· Southern Mahratta Railway due to the unsupported and unpacked pots under t?e rail-the permanent :Yay staff '"~o were lowering a rail leaving insuffi­Cient support for the tram to pass m safety. As a result of the accideiit four of the strtff and a leper "·ho was travelling without a ticket in an emptv third class bogie receiYed slight injuries. '

0

On the 15th December, 1934, No. 3 Up Mail derailed at bridge No. 173 between Penwegon and Tawgvwein on the Ran"'oon-1Iandalav main line of· the Burma Railways d~e. to s~ine un~nown perso~s having rem(n,ed both vair~ · of. fish plates from the JOints Imme.dmtely precedino- the bridge. One female th1:d cla~s _passenger died of injuries, the driv.;'r and both firemen were· ser10u~ly InJured ~nd twelve other passengers received injuries. The damage to engme and rolling-stock amounted to approximately Rs. 36,800.

0!1 the_lSth February, 1935, No. 55 .Up Passenger train derailed near Vadah statiOn on the Bombay, B~roda and Central India Railway. causing damage -to permanent way and rolling stock amounting to Rs. 6:650. The three mernbe:s of the engme crew were injured. The accident was ascribed to the excessive speed at which the train was travelling on a curve combined' with instability of the engine at speed. '

ASSAM BENGAL RAILWAY.

Washout of Ranthali Bridge on ,Chaparmukh Silghat Railway.

ClUP· VIII.]

87

85. Damage by earthquake, fioods and 1 review on _the whole, proved .a more fortunate eye ones.-The year under

in that railways were not subJ·eeted to any tonle than the pre<'edm"' year h k . d . ca ac ysm' f th . "' ' the eart qua e e?'perrence m January 1934 Th ~ 0 e magnitude of

their usual toll m the shape of breach~s of th e monsoons, however, took of bridges and other structures and interrupt.e permanent way, destruction portant of these are given below :- Ions to traffic. The mort- im-

Assa~ B_engal Railway.-Unusuall · hea , · . . . Jaintia hills m the second half of June .}'causeJ thra¥(s 1f the K.has1. and to rise to an unprecedented height and ca~sed ext ~ 0P1 1 and other flYers and part of the Chaparmukh-Silo-hat branches ~ns~v~~amage to th~ Gauhatl of a 3 x 60' bridge; as a result the branches r~n~~fn~dmf t~e wasln~g ~wny period of between 2 to 3 months. c ose to traffie for a

The line was also visited by 3 cvclones of som ··t. ·h· h d , ., t d . 1 J • e seven v. \\ lC ca U:'ed amage uv quar ers an signa s at various places and ·· · d 3 · coaches at Sylliet, fortunately of an empty rake. · capsize passenger

Bengal and North- TY estern Railway.-Due to the simultaneot · . f hs G dG . Isn~eo

t e one, ogra an anges nvers, severe floods occurred . on the section Sonepore to ~hup~a betw~en the 23rd and the end of August. The line. betYi·een GoldmganJ ~nd ~Ighwara was breached by the flood at seven plao:eg, whtl.e that between D1gh~vara and Sonepore was cut and breached by villagers at eight places on the mght of the 24th August, inspite of the efforts of the permanent way staff and of a small police patrol to prevent them .

. Certain other sections o.f t~e line were also damaged during the same perwd and through commumcat10n was suspended over the various section$ for periods ranging from ten days to about three months.

86. Publicity .-The Central Publicity Bureau at Delhi and its branches in London and New York continued their efforts to foster and develop tourist traffic. The Central Publicity Bureau also/ co-operates in the publicity work of individual railways. Some of the more important features of publicity work undertaken by railways are detailed in the following paragraphs:-

Bombay, Baroda and Central India Railway.-The experiment of catering for small parties of pilgrims and tourists at reduced rates was continued. Extensive propaganda was carried out by means of posters, leaflets and press advertisements. Several boards, with advertisements in Gujerati and Hindi painted thereon, were put up in conspicuous positions in Ahmedabad, Nmer, Baroda and Bombay. Places worth visiting in Kashmir were advertised by means of leaflets, posters and in newspapers,

· Publicity on a large scale was undertaken to advertise "f!elas and fai:s­of All-India importance, such as the Rath Jatra Fair at Purl, Pushkar Fau· at Ajmer, Magh Mela at Allahabad, etc.

In connection with pilgrim special trains a certain . a~ou!lt of propaganda was carried out. 30 special trai~s were run (1~ ongmatmg on this railwav and 16 on other railwavs), as agamst 17 rnn durmg the prenons . . year.

Experience of the arrangements made for the excursion tour of the n::ill ha~ds of the Delhi cloth mills in April, 1933, al?paren~ly led to a special

. tram again being chartered in April, 1934, this time with a larger number of passengers, to visit Jaipur and Ajmer. . Eastern Bengal Railway.-Pictorial and. letter-press P?sters were is~u~d In connection with the different local melas, faus, hazar specials, race meetm,s at Barrackpore and excavations at Paharpur. .

Folders and handbills were also issued notifying the runnmg ?f cond~ci~d ~xcursions, the Pujah Bazar Special. the Ba~rackpore race meetmgs an e mtroduction of third class ordmary return trckets. .

A wid'er scope for publicity was also sought by enlisting the co-operatiOn of local bodies for the displav of posters and leaflets.

. 0

88 REPORT BY THE UAILWAY BOAUD ON 1.1\DIA..'i RAILWAYS FOR 1934-35. [CRAP. VIU.

· oca1 arran ements for the exhibition of posters, pamphl_ets, etc., ~a;r ·1 g both Indian and overseas, and other pubhc bodies

of the _erendt raTr waysrds the close of the year, the Posts and Telegraphs were contmue . owa Department also joined in this arrangement. . .

Publicit was also given through la1;tern slides advertlSlng C:O~ducted · y la races and the cheap mrd-day fares and emphasrzmg the excursiOns, me s,

" Live in the suburbs " idea. · East Indian Railway.-Letter-press posters and_ coloured _hand~ills.­

These were issued in English. and the _verna<:ulars m connectwn wrth a~ important melas, fairs, conces~rons, sp_ecral tram~, hot weat~er resorts, faCI­lities of train travel, introductiOn of thrrd cl;;tss darly return tiCket_s at reduce~ fares over certain sections, reduction. of f:~rg~t charges on certam commo~r­ties co-ordinated Rail-cum-Bus Servrce vza Drgha Ghat and Patna JunctiOn and' Fast Express Goods service.

Folders.-Cheap illustrated folders _in English and the vernacu~ars w~re issued giving publicity to the introductiOn o_f th~ F11;st Goods servrce, thrrd class return tickets at reduced' fares, Buddhrst prlgrrm traffic and the more important melas.

Road Competition.-The special measures ta.!'en to_ combat ro~~:d motor rompetition, such as the introduction. ~f short p~nod ~ily r~turn trckets ~t reduced fares, introduction of addrtronal tram services, Improved tram connections, etc., were widely advertised in areas ~here mo~r bus competi­tion was felt, through the media of coloured composrte handbills, folders and posters in vernacular. ·

Advertisements featuring the advantages of railway travel from the health point of view were also inserted in health journals.

Important Melas.-Publicity propaganda was systematically carried out in connection with 55 melas. The method adopted in connection with the Magh Mela at Allahabad from 14th January to 18th February, 1935, illus­trates what is generally done. In collaboration with the Central Publicity Officer and other railways, a joint publicity campaign was undertaken. Illustrated folders in Hindi, Bengali, Urdu and composite handbills in Hindi, Bengali, Urdu, Gurmukhi and Gujerati were distributed through religious organisations, station masters, district boards, foreign railways, etc.

Letter-press posters in the various vernaculars featuring extended week­end re~urn tickets av~ilable during the important bathing days were displayed at allrmportant statrons. -

On the m?st impor~ant. bat~in~ day, viz., 3rd February, 100,000 illus­trated composrte handbills m Hmdr and Urdu featurino- the facilities and ~erits of rail. travel and _thi~d class fa~es _from Allahabad and Prayag to Important stations, were drstrrbuted to prlgrrms returning from the sangam.

. T_his oc~io~ ~as ~urther utilised to give publicity to other places of hrstorrcal a~d relrgrous ~nterest served by t?e East Indian Railway by means o! a p:ocessron of sand~whboard. men wearmg decorative caps and displaying prct~rral ~oste.rs. Thrs processron was preceded by an elephant also dis­play~ng pwtoru~l posters and drummers were engaged to draw the attention {)f pilgnms whtle handbills were distributed from the elephant throucrhout the 1nela area. "

Grea.t Indian Peninsula Railway.-Cheap Third Class Return Tickets bhetween_Akgra and Delhi.-In order _to sti!llulate local public interest in these c eap trc ets, letter-press posters m Hmdi and Urd d. 1 d t st t. b t A d . u were Isp aye a ·d.a 1?nh~ de wheen gra. an Delhi and 10.000 vernacular handbills were

IRtri nte t rough statwn masters. '

Cheap Third Class Retum Tickets between BombmJ and Pandluupur.­To tes.t the demand f~r such week-end tickets, a letter-press oster was liber­ally drsplayed at statio~s. T?is was supported by advertis~ments in verna­~111)adr newspa

1pers

1pubhshed m. Bombay and in the monthlv time-tables.

,..., 1 es were a "0 s own at certam cinema houses in Bombay. ··

EASTERN BENGAL RAD...WA.Y.

Pujah Bazar Special 1934.

j

i

ca. ... viii.]

8l}

Ashadi Fair at Pandharpur.-Conces · . Marat~i newspapers circulating in Bomb~on ;ICkets were .advertised in Pictorial Pandharpur posters were widel di Yi o~na and Nagpur areas and spec~a~ letter-pre~s poster~ drawinf at~n~r:: m the :Mahar_a~htra .area~ were ~xhiJ:nte~. An mformatwn bureau was

0 ~ t~e concesston ttckets

to assist pllgnms. . pene In Pandharpur City Dussa_rah Fair at Dr:tia.-As a large numbe . .

attend thts one-day fatr 10,000 handbills r of p_eople from Jhans1 Cit\· drawing attention to the reduced return ticket:br~ prmJ~d ll?d distributed, ' to the special train which it was proposed toe weef ansi and D~tia and visitors. run or the convemence of

Bande Nawaz Fair at Gulburga.-In addition . . coloured posters at stations on the South-East line to the. ~sual d1~play of undertaken in Bombay to induce Memons to visit tha sp~cm campaign was class return tickets were offered for individual e fatr. Reduced third made to organise large parties to travel by special~~~~~~~ers and efforts were

Two railway representatives were deputed to carr 0 t · te · . canvassing n~ar the. P!incipal mosques in Bombay ~n~ /~ n~'ebpersonal results were d1sappomtmg. · · su ur s. The

Tltird Class Return Tickets.-200.000 vernacular handb"IJ d · · h. d' I t t. k ts · h · . I s a vertJsm<> t Ir ' c ass re urn w e m t e followmg cases wer d d f "

distribution:- e pro uce or

Dhulia-Shirud. Jalgaon-Paldhi. N agpur-Amraoti. PoonacKedgaon. Pulgaon-Arvi-N agpur. Poona-Dhond.

Katol-Nagpur. W ardha-Paunar. Ellichpur-Akola. W arora-Chanda. Ahmednagar-V ambhori. New Delhi-Palwal.

New Diesel Rail Car Service.-The new Diesel Rail Car service on the Pulgaon-Arvi Railway was advertised by a wide distribution of leaflets and _the issue of a special pocket time-table in colours, showing the revised services.

Information Bureau at Victoria Terminus.-The Bureau has continued to serve a wide public, both local and all-India. The total number of enquiries received and dealt with amounted to 42,000, giving. an average of 140 per day, of which about 30 per cent. were dealt with by letter.

lr!adras and Southern Mahratta Railway.-The following details give some idea of the volume of publicity work done:-

Handbills distributed Pamphlets distributed Posters exhibited Press notices Cinema slides Broadcasting announcements

Copies. 544,600 85,000 12,150

668 83 91

The chief events on account of which publicity was ~dertaken werd festivals at the principal pilgrim centres and also local festivals, races ar:

h . . t t There are seven open a1r ot er occaswns such as tennis tournamen s, e c. b d l . . . . . · u· d here programmes are roa -oud speakmg distributiOn statiOns m 1v1 a ras, w d' . · ally printed rast daily. The railway publicity matter for broa castmg 18 usu d . . . ·. "b d h tl b fore announcements are ma e. m advance and copies d1str1 ute s or Y e · d a· ·

· 1 ff cted by posters an 1stn · Publicity in respect of local festiva s was 1 e lo ·ed and in the towns

bution of handbills in towns. Local ban1~ ar:: :JhP ndbilis In one case a sandwichmen paraded with posters and Istn u . a of 1B4 miles in the ~axi plastered with posters was .used Locaoverl a hdis~!~ers were al~o asked to Interior. This proved very effective. 5 op-

0 2

90 HEl'UllT l!Y THE H.\ILIOY BO~UW O:S 1:\Vl.\:S IL\ILIY.HS FOH 193-J-35. [CuAP. nu.

t f . all fee f'or· distributino- IJublicity matter in small towns ad as ;wen s or a ~Ill " · h h' · 1 · . d ,-ll": • .._ ttenlr)t was made to populanse t e rstorrca rums of an u ages. ~'til a . .b . f . l hl r· ·.- . nu~r Jio·pet station bv the dtstn utwn o a specta pamp et to , IZI.tnag,lr ~ ~ • -! fi 1 b 'l't . ·houls collerres libraries and readuJO' rooms, rms, c u s, mi I ary messes, etc. :~ " T~avel l'a~ility " pamphlet gi;iug details of _all conces~i~n fares ;yas similarly distribute~ The ~o-op_era_tion ofyle sta~.m th?. Pl!bhcrty <:ampargn was encouraged and suggestiOns 111:V1ted. for 1mpronng ex1stmg and m~rod~c­ino- new methods. Loeal talent 1s bemg encouraged to l?rod!Ice PlCWrral po~ters and a series adve_rtisit~g the attractions of h:~adras. C1ty hkely to be of special appeal to mofussll res1clents was under consrderatwn.

North We~tern Railway.-Publicity and salesmans~ip.-General.-A Sales Branch was inaugurated and new methods of advertrsmg adopted.

Cinema car.-The working of the cinema car was re-introduced i~ a modified form bv the conversion of an old 4-wheel~r surgery-yan as aga1~st a bogie coach ~hich was fo:merly in use .. Th~ cme~a eqmpm~~t ;arnedl included a movable power umt on wh~els w~ICh "as utrhzed for giVIn0 sho~s in plac~s away from the railway line where It was found necessary to advertise concessiOns.

Sout!t Indian Railway.-. Stim.ul<;tion of tlti_1·d cla_ss traffic.-. Efforts continue to be made to advertise as wrdelv as possrble fall'S and festrvals so as to attract third class traffic-also the several facilities introduced during the year by way of reduced fares, improved train service and festival arrangements.

All important festivals and concessions were advertised on an extensive scale through illustrated posters and leaflets and through the press. Reduced fares qnoted to meet road competition were specially advertised in towns and Yillages. Due to the great importance attached to the ' Ardhodayam ' festival which occurred on the 3rd February, 1935, an intense publicity campaign, which included the issue of litho posters, illustrated leaflets, handbills, etc., was aiTanged.

An illustrated folder containing useful information for tourists, and another regarding the newly opened Metur Dam were issued.

87. Anti-malarial measures.-During the year under review anti­malarial measures were continued on railways with good results both to the staff and the railway administrations.

Assa.m Bengal Railu·a:t.-There \YaS a little change in the number of cases at Lumding during 1934-35 as compared with 1933-34. At Pahartali, ho\\·ever, the steps taken as reported last year to reduce the incidence of malaria there. have been successful and the improvement hoped for in this diret'tion has heen achieved.

Bengal Nagpur Rail1cay.-This year malaria incidence was lower than normal. Anti-malarial works were carried out at various centres with great success. ~he_ standard wa_s well mai!ltained, there being about 26 per cent. less total mc1dence than m 1933 with an mcreased saving of some 1.900 men days.

BombaY., Baroda and Central I n_difi Railway.-Anti-malarial measures, such as fillmg _up small pools, drammg large ones, spraying cess pools, etc., were c~rned out near!~: at all important stations particularly at FreelandgunJ where 21 low-lymg places were levelled up and 326 pits and trenches _w~re fil~ed up and 87 pool~ of wa~er which were potential breeding places \\eJe ?bhterated. The ant1-malar1al uang was active throughout the ?·e~r paymg weekly visits t~ potential b~ding places including staff quaJ_tets an<;J workshops. At AJmer the measures adopted last year were contmued wrth considerable success.

Ea.<tn'll Bengal RailU'ay.-Anti-malarial activities described in the la~t ~·ear's report were continued witn the result that stations under control ~a":e continued to maintain steady improvement in the reduction of malarial mcHlence. Of late. there has heen an increasing demand on the railway by

ClW'· VIII.] :UJ>;;CELL.l:\ I::Ul:S. ~1

various ru~l~c bodit:s for the institution uf anti-malarial measures in railway areas. adJOimng theu ~:nv_n. I~ SU{:h cases where the public bodies have given practiCal proof of their mtent10ns, the railway has also co-operated.

E~t In_dian Railu·ay.-Abo~t Rs. 8.300 were speut for anti-malarial operatiOns m Lhaksar '. Barwad1h and Burdwan. The re~ulrs of tht:fe measures were most satisfactory. In Burdwan, there has been a savina of approxin~ately 50 per ce~t. working days that were hitherto lost on ac..~unt of malana. At Barwadih the number of cases of malaria has been reduced by 75 p~r cent. Li~ooah and ~elur were a~tacked in June 1934 by Anopheles Ludlow! but the timely warmng of the Director, Public Health, Bengal, and prompt action. taken by the railway authorities saved these places from the invasion of this dangerous mosquito. ~o Ludlowi has since been disrovered at these places.

Madras and Southern Jfahratta Railway.-Anti-malarial actiYities continued ·with the same vigour as heretofore but it was not possible to reduce the number of listed " unhealthy stations" although no new addition was made to the list.

Great Indian Peninsula Railwa!f.-The percentage of mala~·ial ca~es decreased from 8·8~ _per cent. to _7·87 pe~ ~ent. The usual ant1-malanal activities such as mhng of all <;!rams. dramm~ of pools of stagnant water, filling up of low lands were earned out on the lme throughout the year.

A••· A.) RAILWAYS IN L'\DIA .olCCORDThG TO CLA~ES. 93

APPENDIX A.

Railway Adminis~rations in. India. alphabetically arranged in three classes according to thell' gross earnings showing the working agencies and ownership .

. No'fll -Indio.n Railway Systems have been classified under thTOO classos for sta.tistioal purpose&-• C!aas I-Raihvayo with gross ea.rnings of Rs. 50 lakhs and over a year.

CJMs II-Ra.ilw..yo with gross earnings of less than Rs. 50 lakhs a year, bat "'ceeding Rs. 10 lakhs • year. CJMa ill-RMIW&ys with gross earnings of Rs. 10 lakhs and nndor a. year.

-(NOTB.-RsJlwa.ys under oonstruotivn or sanctioned for construction on the 31st March 1935, are shown in italics.]

Nome.

1

1. Assam Bengal • •

2. Bengal and North· Western.

3. Bengal Nagpur •

4. Bombay, Baroda and Central India.

G, Bnrma.

Worked by

2

Lmxs CO!tl'BISBD 1M TUB SYS'I'Bll.

Na.me.

3

Owned by

6

CLASS L-RAILWAYS.

Assam B-&1 Rail· (a) .!sssm Benge.! 3' 3i' State. way Company.

(b) Chaparmnkh Sllghat 3' 3i' Branch line Company under guarantee terms.

(c) Katakhal L&!abazar • 3' 31' Ditto. (d) Mymensingh Bbairab 3' 3i" Branch line Company

Bazar. under guarantee and rebate terms.

Bengal and North· (a Bengal and North· 3' 3i' Company subaldized

Westem Railway Western. by the Government of India• .. Company.

(b) Mashrak-Thawa. 3' at• State. (c) Tirhoot • 3' 3i' Do.

Benge.! Nagpnr Rail· (a) Bengal Nagpnr 5' 6' Do. way Company.

(b) Anuppur-Manondra· 5' 6' Do. · garb~

2' 6' Branch line Com-(c) MayurbhiWj po.ny under rebate .. , ....

(d) Parlakimedi Light 2' 6' Private body. (<) Purulia-Ranohi • 2' 6' State. (/) Raipnr-Dbamtari 2' 6' Do. (g) Satpara • 2' 6' Do.

Bombay, Baroda a~d (a) Bombay, Ba~da and 5' 6' Do.

Central India Rail· CentrailndJ&. way Company. 6' 6' Inwan State. (b) Nagda-Ujjain • •

(c) Petlad-Cambay (An· 5' 6' Ditto~

and-Tara.por Sec-tion).

6' 6' Ditto. (d) Petlad-Camhay (Tara· pur-Camba.y Seo:-tion}.

6' 6' Branch line Company (e) Tapti-Valley . under rebate term..

(j) Bombay, Ban:da and 3' 31' State. Central Indm.

3' at• Branoh line Company (9) Ahmodabad-Parantij under reb&t& terma.

(/•) Dbran~adra • 3' 3i' Indian State.

(i) Jaipur State • 3' 311' Ditto.

(j) Palanpur State. • 3' at• Ditto.

(k) Bon> bay, :Baroda and 2' 6' State.

Central India. 2' 6' Branch line Company

(I) Champaner-Ehivrai • onder rebate terms. pur.Pani Light. 2' 6' Ditw. {m) Go<llifa..Lonavada.. •

(") Nediad-Kapadvan), • 2' 6' Ditto.

(o) Piplod-Devgad-Bana 2' 6' Indian State.

(p) Rajpipla State • 2' 6' Ditto.

3' 31' State. State

(a) Burma . . land only from Government. • Receives

94 ~HE R'lLWAY BOARD OS L'\DIA.'\ RAILWAIS l!Olt lii;J4..35, [APP, A.

REPOHT BI • "'

LniES CO!a'RIBED IN TnB sYSTEM, RA.Il.W.lY STBT'EH•

Worked by Name. Name.

3 1 2

cUss L-RAILWAY5-«m~J. 6. Eaatarn Bengal • State

7. Eaot Indian •

S. Groot Indian Peoln· IIlia.

9. Jodhpur • •

10. Madr .. and Sonthem .M&br&tta.

ll. Nir.am'o State •

State

State

Indian State

Madraa and Southern Mabr&tta Railw&y Company.

~Uzam'a S~te R&il .. wayw.

(a) Eastern Bengal (b) Sara Sirajganj

(c) Eastern Bengal (d) Coooh Behar State (t) Eastern Bengal (/) Kbulna-Bagorbat

(a) EMt Indian • (b) Hardwar-Dobr&

(c) South Bihar

(d) Cawnporo-Bur h w a I tink.*

(a} Great Indion Penin-sulo.

(b) Bbopal-Itarn (Indi&n State Section).

(c) Bhopal-Ujjain (d) Bina-Ooona.Baran (•) Dhnrwa-Puaad (/) Dhond-Baramati

(g) Ellichpur-Yootmal (h) Pachora-Jamner (i) Pulgaon-Arvi •

(a) Jodhpur • • (b) ,Todhpur-Hyderabad

(British Section). (c) 1\Iirpur Khaa-Khadro

(•) Mndras and Southern blahratta,

(b) Kolar Goldfields (c) Tensli-Repalle • (d) Madra.' and Southern

Mahrntt.a .. (•) Alnavar-Dande!i (Pro.

,·incial). (/) Bangalcre-Harihar {1) Bezws d a-!1& an li ·

pa.tam. (.~) Hindupur (Yesvont­

pur·Mysore Fron· tier),

(i) Kolhepur State (j) Sangli State • , (k) W••t of India Portu-

guese.

(a) Nizam's State .. (b) Bezwada Extension • (<) Nizam'o StAte • • (d) DronaeheUam (Dho-

ne)-Kurnool.Brltish Front;icr.

Gauge.

4

3' 3i' 3' 3f' 2' 6' 2' 6'

5' 6' 5' 6'

5' 6'

3' 31'

5' 6'

5' 6*

ti' 6' 5' 6' 2' 6' 2f 6'

2' 6' 2' 6' 2' 6'

3' 3i' 3' 3i'

3' 31*

3" 31*

3' 3l* 3' 3t'

3' 31'

3' 3i* 3' 3i' 3' 31'

o' s• rl a• 3~" 3f"' 3' 31'

l Owned by

6

State. Branch line Company

under "'bate terJDa­Stat<>. Indian State. State. Branob line Company

under rebate tel1lle.

State. Branch line Compony

under guarantee-terms.

Branoh line Com-pany ..

State.

State.

Indian State.

Ditto. Ditto.

State. :Branch line Company

under .rebate terms.. Ditto. Ditto. Ditto.

Indian State. State.

Company subsidized' by the Government­of India.f

Stat<>.

Indian State. District Board. State.

Do.

Indi&n Sta to. District Board.

Indian St.ate.

Ditto. Ditto.

F orcign Country,.

Indian State. State. Indian State. Stat<>.

. •l!nder running power agreement the B .. and N .. w. Railway Companv ru~ and haul their trains and traffio· over thtS line. "

t Receivceland only from Government.

J.w, A.]

Name. .

1

12. North Westem

13. Rohilkund and Ku. maon.

14. South Indian • •

1, Bam Light •

i, Benp1 Dooars •

3. Bbavnagar State

4. Bikaner State •

RAILWAYS IN INDJA ACCOUDJNG TO CLASSES.

95

Worked by Name. 2 3

CLASS L-RAILWAYS-a.nciJ.

State (a) North w .. tem (b) Amrit.ar Patti

(<) Bobawalnagar Bagh-dad.

(d) Roahiorpur Doab (Ju!lnndur Muk&-rian).

(e) Hoshiarpur Doab (Phagwam-Rahon).

(f) Jammu· and Kashmir (Indian State See-tion).

(g) Jind Panipat (In~ian State Seetion).

(h) Khanpur.Chachran , (i) Lutlhin.n'l·Dhnri

Jakhal (j) 3!andra-Bhann

(k) Rajpnrn Bhatinda (Z) Sirbind Rupar • (tr.) Sialkot Narowal

(n) Jacobabad-Kashmor, (o) Kalka-~imla (p) Kangra-Valiny (q) Kohat-Thal • (r) Larkana-Jaoobabad •

(s) Trans-Tndos (Kala-bagh-Bannu).

(l) Zbob Valley (Fort Sandeman kha.nai).

Rohilkuud and Ku· (a) Rohilkund and Ku· maon Railway Com- maon. pauy.

(b) Luoknow-Bareilly

Sonth Indian Hallway (d) Sooth lndio.n • Com~any. (b) Shoranur-Coehin

(~) Gonth lndian • (d) Nilgiri • • • (<) Pe.,.lnm-Karaikkal • (/) Podanur-Pollachi (9) Pondicberey • • {h) 'finnevelly·T.iruchen·

dur. (i) Travancore . (Brit.Wl

Seetion). (j) Travanoora (Indian

State Section). (k) Morappur-Hoanr (l) Tirupattur-Krlabnn.

girl.

CLASS IL-RAILWAYS.

B&rsi Light Rallway Barsi Light • Company.

Bengal Dooars Ball· (a) Bengal Dooara way Comp1111y.

Indian State

Ditto •

(b) Bengal Dooars Ex· tensions.

Bhavnagar State •

Bikaner State

• Rueives land only from Government.

Dr nn STSTU.

Gau~.

•

6' 6' 6' 6"

6' 6'

o' 6'

li' a•

6' 6'

o' 6'

6' 6' 5' 6'

5' a· 1'1 6" o' 6' [{ s· 2' s• 2' a• 2' 6' 2' 6" ~ 6'

2' 6'

2' a•

3' 31'

3' 31'

5' n• 6' 6' 3' 3f' 3' at• 3' at• 3' 31' 3' 31' 3' 3i'

3' 31'

3' 31'

2' 6' 2' s·

2' 6'

3' 31'

3' at•

Owuod by

6

State •. Branch line Company

under rebate kana.. IndiAn State.

Branch lino Comp&nJ under rebate terma

Dit~.

Indian State.

l'iJto ..

Ditto. Di•to.

Bmnoh lino Company undot reba.te terms..

Indian State. Ditto.

Brsnob line Company under rebate terms.

Ditto. State. Do. Do.

Branch line Company under rebate terma.

State.

Do.

Co1rpa.ny aubsid1z~d by tho Government o!Indl&.

State.

Do. Indian State. State. Do.

Foreign Country. Diatri<t Board. Foreign Country. District Board.

State.

Indian State.

State. Do.

Company subtidlzed by the Govemmenl of India.•

Company ouboidiud by IJistrltt .Board.

Company suhaidiucl by tho Govern· ment of India. •

y 31' Indian State.

3' Sl' Ditto.

p

96 THL' 1'."LWA1 llOAiU> 0~ L'iDlA~ UAiLWAYS 1f0lt 1934-35. [An. A.

RBI'OIIT BY ~ • "-'

Name.

&. Darjeeling Himalayan

6. Dibrn-Sadly& .

7. Qsekwar"t Baroda Stato.

8. Gonda!

9. Jamnagar and Dwarka

10. Junas&d State •

11. Horvl

12. Kyaore

13. Sh&hdara (Dslhi) Saharaopnr Llgbt.

1. Ahmadpur-Kahr&

LurES OOHPB.IS:ED Ilii 'l'BZ SYSTQ.

Worked by Name.

2 3

CLASS U.-RAILWAY5-=K/J.

Darjooling Himatayan (4) Darjoobng Hi rna. layan. Raihvay Company.

(b) Darjecllng !lima-Jayan Extensiona.

Assam Railways and (a) Dibru-Sadiya • Trodiog CoD>paoy.

(b) Ledo and Tikak-Mar-gberita C<>Uiery.

Indian State (q) Gaekwar's Mehsana •• (b) Khijadiya Dbari (<) Prachi Road Kodiosr (d) Ga<kwa.r'a Baro~a

State. (<) Bodoli Chhota Udai-

pur. Ditto • (a) Gonda! • •

(b) Jeta!sar Rajkot

Jamn.agar and Dntka (a) Jamnagar • Railway Company. (b) Jamnaga.r-Dwar!m

(c) Okhamanda!

[ndian Stat& Junagnd State

Ditto Mo-rvi.

Ditto (a) Mvaore • • (b) Bongalore-Chik

B&linpur Light.

(c) Kolar District • (d) 'l:arikere-Narasimba-

raj,.pura Light.

Shabdara (Delbi) 8habdara (Delhi) Sa.ha-Saharan pur Light ' mopur Light. Railway Com~any.

CLASS ln.-RAn. WAYS.

Abmadpur-Katwa Railway Company.

Abmadpur-Katwa

Gauge.

4

2' 0'

2' 0"

3' 31'

a• 31'

a· 31' 3' 31' 3' 3f* 2' o· 2' a· a• at• 3' at•

3' 31' 3' 3i.

3' 3f'

3' at•

3' 31'

3' at• 2' 6.

2' 6' 2' 6'

2' 6'

Owned by

6

Company subsidized by lA>eal Gov'8ru .. D>ent.

Branch line Company under rebate tetmJ.

Company suboidUed by Local Govern-ment-.

U.....nsted Company,

Indian State. DJtto .. Ditto. Ditto.

Ditto.

Ditto. J)itto.

Indian State. Branoh line Company

under gnarantee and rebate terma. t

Indian State.

Ditto.

Ditto.

Ditto. Company gna.rant..>ed

by Indian State.

Indian State. Ditto.

Company subsidized by the Governmt~nt of India..•

Branch line Company under gua.rantee t<ormo.

2. Arrah-Saaaram Light Arrab-Sasaram Light Arrab~'lasaram Light Company subsidized by District Bo~.

3. Baokura-Damoodar River.

C. Ba.raaeO.Basirbat Light.

G. Beng&l Pre'rlncial

8. Bnkht.ia.rpur-Bibar Llgb.t.

7. BtmlW&n-Katwa

8. Cutcb State

Railway Company.

Bankura-DamoocJar Bankura-Damoodar 2' 6• River Railway Com· lUver. pany.

Bo,....t-Baairbat Ba ... et..lbairhat Light • 2' 6' Railway Company.

Bengal Provincial (a) Bt"ngal Pr(wincial • 2' s• Raihray C()mpapy.

(b) Dasghara Jamalpur- 2' 6' gunj.

Bukhtiarpur-Bibar Bukhtiarpur·Bibar IJght 2' &• LighL Railway Com· pany.

Burdwan·Katwa Rail. Burdwan-Katwa 2' 6' ""'yCompany.

·I Indian Slat<> • [ Cutch State • 2' s•

t Financed on robate terms given by the Jamnaga.r Dnrbar. • Receives land only from Oov-emmou~

Branch line Company under guarantee terma.

Company subsidized by Diatriot Bo~.

Unassisted Com· pany.

Branoh line Con1pany under guarantee t<orms.

Company eubaldized by Distriot Board.

]!raneb line Company under gaarantee t<orma.

Indian State ..

APP. A.] RAILWAYS IX IXUU ACCORllL'<G TO CLASSES.

~W.£.Y SYSTEJI ..

Name.

9. Dehri·Rohtaa Light •

10. Dho1pur State •

11. Futwah-Islampur

12. Owalior Light •

13. Howrah·Amta Light.

14. Rowrah-Sheakha!& Light.

16. Jagadhri Light

16. Jesso,.,.Jhenidab

17. JorW.t (Provincial)

18. KaligW.t-Falta

19. Ku!&aakarap&tn&m Light.

20. Matheran Light

21. Porbandar State

22. Tezpore-B&lipam Light.

23. Triv~llo"' Light

24. Udaipnr·Chitergarh

Worked by

2

Same.

3

CLASS IIL-RAILWAYS-coo.:lJ.

Dehri-Rohtas Light Dehri-Rohtaa Light Railway Company.

Indian State Dholpur State

Fatwah·le!ampur Light Railway Com.

Futwah-Islampar &

pany.

Indian State OJv&lior Light

Howra.h.Amta Light Howrab·Amta Light Railway Comp&ny.

Howrab-Sheakhala Howrah-Sheakhala Light Light Railway Company.

Jagadhri Light Rail-way f'..ompany.

Jagadhri Light

Jbenidah Syndicate.

Railway Jesoo....Jhenidah •

River Steam Naviga-tion Company and India General Navi-

.Jorhat (Provincial)

gation and R&ilway Company.

K&ligW.t-Falta Rail· way Company.

Kaligbat-Falta

Eaat India Distilleries Kuluekarapatnam Light and Sugar Factories.

Matheran Stetun Tram· way Comp&ny.-

Matheran Light .

Indian State Porbanda.r State •

Tezpore·Balipara Steam 'Iramway

Tezpore-Balipara Light •

Company.

T. Namherurua!Chotty and Son".

TrivoUore Light . Indian State Udaipnr-Chitergarh

* Roeeivce land only from GoflU'DlD:e.D.t..

Gauge..

2" 6'

2" 6'

2" 6'

2" 0'

2" 0'

2' 0'

i' 0'

2' s·

2" o·

2" 6.

2' 0'

2" 0'

3' sa· 2' 6•

2' o•

s· 31'

P7

Company aubsidiud by tho Govera.-ment of India..

Indian State.

Brauch line Compaay under guarantee tar ....

Inrliau State.

Comp&ny ouboidbed by Diotriot Board.

Ditto.

Uoaaai.!ted Compan.r.

Ditto.

State.

Branch lioo Comp&nJ under ga&r&ntoe Ierma.

Unauiated Company.

Compooy auboidlzad by the Gove.ro.ment of India.. •

Indian State.

Company ouboidlzad by Dist.riot Boord.

• Unaasisted Company.

Indian State.

98 REPOHT BY THE RAILWAY BOAHD ON !~DIAN RAILWAYS FOR 1934-35. [API>. B.

APPENDIX B.

Relations of the Government to Railways in India.

(Reprinted from the Report for 1914-15 and brought up to date.)

Diversity of Relations between t~e Sta~e a~d Rail~a;ys.-One of t~e special features of the Indian Railway system IS the diversity of con~Itions that prevails in the relation of the State to the va:ious lines in _respe~t o£ ownership and control.. ~£ the important lines situated in British India or m whiCh the Go:rernme_nt of ~nd1a Is interested five [the Xorth-Western,• Eastern Bengal, East Indmn {With whiCh has been amaigamated the Oudh and_Rohilkhand Railway from _the 1st July 19:5), Great Indian Peninsula and Burma Railways] are owned and worked by the State, :five (the Bombay, Baroda and Central India, Madras "and Southern Mahratta, Assa~-Bengal, Bengai-Nagpur and South India) are o:wned by the State but worked on ~ts behalf by companies enjoying a guarantee of mterest_ from the Government; two Important lines (the Bengal and Xorth-West~rn, and Roh~lkund and ~umaon) and many of ~ess importance are the property of private compames, :wme bemg worked by the ownmg companies and some by the State or br t_he ~ompames that ~ork State-owned •:rstems; several minor lines are the property of District Boards or enJOY a guarantee of mterest granted by such Boards.

The diversitv of conditions is in certain respects less important than might at first appear for the following reasons:-

The Government of India exercises under the Indian Railways Act, 1890, in res­pect of all Railways in British India (and also, by virtue of arrangements with Indian States, in respect of certain railways passing through such States), certain general powers. Thus a railway may not be opened until a Government Inspector has certified that it has been constructed so as _to comply with requirements laid down by the Government and can be used for the public carriage of passengers-without danger to them. The Gov­ermnent of India can also, in the interest of the safety of passengers, require a railway to he closed, or the use of particular rolling-stock to be discontinued, or may prescribe conditions for the use of the railway or the rolling-stock. They can appoint a Railway Commission to investigate complaints on certain matters such as the withholding of reasonable traffic facilities or the grant of undue preference. .

In addition, the Government of India (or in some cas~s Local Governments) exercise under the p1·ovisions of contracts detailed control over the manage­ment of all Railways in British India greatly exceeding that which is secured by the Indian Railways Act. They also have a certain :financial

, interest in all. companies in British India, and a preponderating interest in most of the railways which are of the first importance.

History of Relations of the Government and Companies.-The main causes which hnYe led to the present diversity of conditions in regard to the agency by which railways are managed, and the relations of the Government with the various classes of companies now in existence, are summarised in the following paragraphs:-

The first proposals for the construction of railways in India were submitted in 1844 to the East India Compa~y in ~ngland by Mr. R. M. Stephenson, afterwards Chief Engmeer of the East lndw.n Railways, and others; thev included the construction of lines by railway companies to be incorporated for the pu;pose and the guarantee by the East India Company of a specified return. A contract for the construction by the East ID:dinn Railway 9ompnny of an experimental line of 100 miles from Calcutta towards 'Mirzapore or UaJmellal at an estimated cost of 1,000,000!. was made in 1849, and a ret:Irf! of 5 per cent. was guaranteed by the East India Company on the Capital; and a sJmJiar eontrnc~ was made in the same year with the Great Indian Peninsula Railway Company for a hne from Bombay to Kah·an at an estimated cost of 500 OOOZ. ·But the policy of entrusting generally the construction of Indian railways to g~aranteed com­panies was not adopted until 1854 on the recommendation of Lord Dalhousie who in

. d d ' ' a mmute, ate 20th April 1853, explained his reasons for preferrinc. the agency of comJ_mnies, under the supervision and control of the Government, to t.he construction of lmes on behalf of the Goyernment hv its own officers. He held that the State ~ngineer officers ~ould make railways as well, and possibly as cheaply, and as expedi­tiously as compames; but that the withdrawal from other duties of the large number

• Includes tlu~ D{'lhi, Umhn.lln, Knlkn nnd Southern Punjab Railways which are purchased b_7 the Sec-retarv of RtntP nn ~ld. l.fnT .... h 1MA .... .::1 1...-+ T .... m ... _ 10'ln ................... ._;_ .... ,~

APP. B.) RELATIOKS OF THE GO\'ER.XllE.XT TO RAILWAYS ['\ l.XDll.

99

-of officers required would be detrimental to th. bl" . . mercia! undertakings did not fall with.. th. e pu tc rnterest, that th.e conduct of com­least of all with.in the functions of th.e Gn e prope~ ~ud~tlons of any liowrnment and population on the Government was in Iniliernmen~ oh n '"• since the dependence of th.e <>f the country, and that the co~ntrv a,lJn:ho tf e grb:;test drawbacks to the ad"l>nce English energy and English ca ita! for ';;i~wa ere or_e. n_efit by the. i~~duction of energy and capital would in d p _ b Y purpose., WI!~ th~ pos;1lnhty that such India in other directions. ue cour.e e encouraged to assiSt m the de>elopment of

Old Guaranteed Railways -Th. r > 1 · • .adopted between 1854 d 1860 ·1 efpo Icy supporte,~ 'Y I.ord llnlhous1e wns

' an. con racts or the construchon oi Rathnn·s in India w~:~ ~:d'kby/~e :.ast I~dia Com~:any, or _(after 1858) by the Secretary of St~te for Indin i"'d. ~· ds { f Jan, dreat Ind•:>n Pemns~Jla, )fadras. Bomhay, Baroda and Central

n Ja, IU a. terwar s, the Smd, Punpb and Delhi). Eastern n ... n::ral. Great :Southern of Ind1a (afte:rwar~s, when amalgamated with the Carnntie Railway Compan; -see below-the South In~Jan) and Calcutta and South-Eastern Raihmy Companie;, l! nder tho:se contracts the r_a,Iway companies undertook to construct and manag~ specified hnes_. whtle the East India C<;>mpany (or the Secretary of State for ln<lin) ngreed to provt~e l~nd and guaranteed mter~st on the capital, the rate fixed heing- in .-arious -cases 0, 4:, and 4! per cent. accordmg to the market rates pre.-ailing when the mrious "COn~racts were made. Half of any surplus profits earned was to be used towards re­paymg to t~e Government ~ny sum.s b~ which it had been called upon to supplement the net earnn'!gs of any prevtous per1od m order to make good the g-uarantee of interest; and the remamder was to belong to the shareholders. In praclicallv all matters of im­portance e_x?ept the choice of stall'. the companies were placed by 'the contracts under the superviSIOn and control of the Go.-ernment which had power to decide on the standard and details of construction; the rolling-stock to he pro>ided, the number, time and speed of train; the rates and fares to be charged: the expenditure to be incurred: tl1e standard of maintenance; and the form of accounts. The railwavs were to be held hv the companies on leases terminating at tl1e end of 99 years, and'on such termination tlie fair value o£ their rolling-stock, plant and machinerv was to be paid to them. But provision was also made to enable the Government to p1irchase the lines after 25 or 50 years on terms calculated to be tl1e equivalent of the companies interest therein aud nho to enable the companies to surrender their lines to the GO\·ernment nnd to recei.-e in return their -capital at par.

Early Attempts to Secure Funds for Railway Construction without a Guarantee.-An attempt to secure the con<truction of railways in India, on terms 'lllore fa>ourable to the Government. than tho>e of the contracts with the original -guaranteed companies,.was first made in 1862, when a subsidy, but not a guarantee, was granted to the Indian Branch Railway Company which proposed to make feeders to the trunk lines in :Northern India, and did actuallv make one such line. Similar assistance was granted later to the Indian Tramway' Company, which ma<le a sh.ort line in Madras. In 1864, the terms granted to the two companies mentioned were iaken as a standard for general adoption with a view to the encourag-ement o£ similar companies. The chief provisions were that the Gowrnment, besides giving the necessary land free of costs, would ~rrant an annual subsidy for 20 years at a rate not exceeding £100 per mile of line with an addition in respect of large bridges costing more tl1an £10,000. These terms failed to attract capital, and the two unguaranteecl comvanies which had beaun work found themselves after a few >ears unable to procee<l w1thout further assista~ce from the Government. Consequently: in 1867, " contract wa~ entered into with the Indian Branch Railway Company (which soon after chang-ed 1ts name to the " Oudh and Rohilkhand Railway Company ") by whic}' t~e company ~as ·guaranteed interest at 5 per cent. per annum on the co~t of certam hnes to he can:ed -out bY it on conditions similar to those laid down m the contracts of the perwd 185~1860. Similarly the Indian Tramwav Company, after having been given in 1868 a guarantee of 3 per cent. per annum, we~t int? liquidation in 1870, and hecame absorbed in a new compan; called the Carnat.c Ra1lway Compan~· (afterwards a~al­j:(amated with the Great Sm;_thern of India Railway Company !a form the South Indum Railwav Company), witl1 which tlte Secretary of State entered ~nto a contract guarantee­ing interest on its capital at 5 per cent. per annum: In 186?, Str John I.nwrence summed up the result of the experiment of the construchon of rmlways by unguaranteed .c'!m­. · • • follows·-" The Government of India has for several vears been str1vmg

pame> uS · • '1 . ·r d' th • "to induce capitalists to undertake ~he cons~n!chon of raJ ways m ~ 1a nt e1r own · k d the1·~ ~esnonsibilt> w1th a m1mmum of Government mterference. llut r1s-, an on - ~ • Y • • • 1 b

i:he attempt has entirelv failed, and 1t has become obv1ous that no ~~p1ta ~an e obtained for suc11 unde'rtaking-s otherwise than nnder a. g;>arantee of •.ntere.•t ful_ly ;,qual to that which the Government would have to pay 1f 1t. borrowed dJrectly on 1ts -own account."

guaranteed companies havin~r thus been nnsucces.•ful, . The attempt to eneo:!d~ ;~ether the old practice of relying on guarantee~ com­It became necessaryhto dh d 'd d capita'! for and had constructed, the first ratlways

·pnnies, of the type f at a provl e '

1UO HEl'UIIT IJY THE JU.!LWAY JJOAl!JJ U:\ 1:\IHA:\ l!AJL\L\YS f!Jit IU:JJ-:J.;. (APP. IJ.

· I ,. l II 1. 1· u ·' 'l'he Govenuueut of In<lia expresoe<I their objections to lll uula s wu 1 ue con Ill eu. I I I · ' 'l'I . d 1 1 I "'IJetlJer their 1wwer uf cuutro over sue 1 companies secured

t "" course. '"' ou' e< • '' • , . d' ·l'k I I .. -l t t "11 i twmv in coustructwu IheJ ~Ll:;o Is 1 e( t H.~ ~utangemeuts

t te grea es pos:-n J e e ·o . . I t· . I tl l under which tht>~· gu.arantee?. the it~terest ~n the cap1t~ u f'(~.mp~nl~es: an< ~~s. >ec.ame

'II f 1 . 11 wHrkm 1,. wlule hunno· only a computatneh !emote IHO:>pect of rPspon~H } e o1· o:-os o ~ o · . 1 •

rofitiu, h. the result of suct·essful working. Two uuport~wt .e wnges _were <::onsequen~ly I' d · g tl) ti•·e that ha<l been followed since the begmnmg of l'Utlway coustruchon mu e 111 le prae in India:-

1. .ArrJugemeuts weJ·e made with some u~ .the .t1uost

1 iJiufpofrtant of t

1he guafi1:anteed

compauies that, in lieu of the pronswn t tat ta o ar;y .surp us pro ts was to IJe applied in repayment of sums ad,·anceu ~y the Go\ ernme_11t under the guarantee of interest, half of the surplus pr~fits f~r each half-yea.r. sh~uld IJe the property uf tl~e U?vt~rnm~nt. In con:-n.derahon of t.lu~ I~Iodlfi<·a!wn, tlw Uo\'Prnment rehn(pushed, 111 the ca:;e of three cun.lpmues, the Great Indian l'eniusula the llomhav, llaroda and Central IIHha and the :Yadras, its right to purdt~se the line.: at the end uf the first 25 years from the dates of the reripedive (•ontrach;. '

2. It '"" deeide<l hy the Seeretary of State. that the t.ime had ~rrived when in hoth raising und expewlmg such auuitJOnal capital as nngl~t be required for new lint-s iu India, the Bo,~ernment should secure to ttself the full henefit of it. own '"·edit and of the cheaper methods whieh it was expected that it woulcl he able to use. Accordingly, for several years af'ter 18u~, the mpital expenditure oll n~ilway was chiefly inc.mTed <!ired by the State uud no fresh contrd.etM wttb guarantee{l companies were n1ade except for small extensions. Among the lines constructe-d or begun hy State ugen<·y un<l .from. State capit~l between 18UfJ ~nd 188U were the Iwlns Yulley, PunJab ::'>ort!tem, IlnJputana-llalwa, ::'>orthern llengal, Hangoon mul Irm wady Valley und Tirhoot.

Progress in the Construction of Railways.-lly the end of 1879, in about 25 years from the introduetion of railways in India, 6,128 miles of railway had been constructed by t·om]mnies which hatl expended, approximately, £97,872,000 (these figures include the Calentta an.J South-Eastern and Xulhati llailways which were constrncted by compuuies hut were purclmseu by the Government in 1868 and 1872, respectively). nv the same date 2,175 mi1eM of railway had heen eonstrncted In· the tiovennnent at a ~ost of £23,695,22u. • •

Introduction of Modified Guarantee Terms.-In 181\U, the 11ecessity for great and rapid exteusion of the railway systen1 was urged by the Fa1nine Conunissioners, appointed after the great famine of 1878, who estimated that· at least, 5,000 miles were still necessary for the protection of the country from famine. It was held by the Government of the time that a limit wus necessary on the capital borrowed annually; and it was clear that the limit fixed was not high enough to allow of such progress in ruilwav eonstruction us was desirnhle. 'Vith reference to this difficultv the Famine Commissi'oner •·ernarked: " that there would be manifest advantages i;. givin" free scope to the extension of ruilways by private enterprise if it were possible; and, though the original form of guarantee has been condemned, it may not he impossible to find some •uhstitute whieh shall he free from its defects, and may secure the investment of capital in these undertakings without im·oh·ing the GoYemment in financial or other liabilities nf nn ohj~diouahle nature." -

.Action in the dired.iou :-;ugJ,t"este-d hy the Commission was taken hv the fortnation of thre~ companies without a guurnntee (the Bengal Central in 18.'11 <Hit! the Bengal and North-,Vestern an<l l!ohilkund and Kumnon in 1882), mul three new .rtmrunteed com­panie" (Southel'll llahrattn in 1R82, the Indian )lidlan<l in 1885, ant! the Bell"al-Nag­pur in 18Hi). 'l'he lleng-al Bll<l North.,Yestern and the Hohilkmul and Kumaon Railway Companies ure referred to more fully, in a later paragraph. The lle1wal Central Rail­way Comtmny's opet·atimtR were not suePessful at t.hP ontl'iet, an<l a revisetl contract was ente•·ed into with the company, with ell'e..t from the 1st July 1885, muler which the Secretary of State _guamutee~l.interest at 3{ per <'ent. on the ~ompany's mpital the ha1auee of uet ~urun1g-s l'emalntng- after pa~~ment of interest on advances hy the Secre­tary of State and dehentlll'e ~npital (hut. not the share capital} being divided between the Secretary nf Stale and the ~ompan~· in the proportions of three-quarters to the former an<l one·quarler to the latter. 'l'he new contrad !!'an the Secretary of State the right to take possessi?n of the line on the ~Oth .Tune l!l!IE}, or subsequentiy at intervals of 10 ~·ears, on repaytnj!' the company's capital at par. The rate of interest guaranteed to the South en~ :Ya!Jratt~ ~ailwa~· Company was also 3} per cent.; in this ease the halanee of net earnmgs renHlllllllj!' after payment of interest on advances hy the Secretary of State­rhut not. on sltare or .JeheJJture enpital) wns <li..-isihle in the same wav as in the case of the Tlenfinl Centra~ Railwny Company. The j!'<tamntee to the In;linn Midland and Tlet;g-nl-"'al!'pur Rmlway Companies was 4 per een!.: and the Secretar:v of State was •~f1tlecl to three-quarters of the surplus profits in <>:<cess of all interest chnrj!'eS. The lm.- eonstnwted h~· the three rompanies last mentionNl were <lerlar<>d to he the property

AeP. B.] Ht-:1 • .\TIOX:' OF THE G<AF.H:-OIE:'\T To· 1!.\ILW.\YS IX 1:-illl.\.

WI

of the _Secretary of State, who had th<> ri<>] t 1 1 · approx:Iwatelv 25 years after their re.:.: leeti\~ \. o_l etprnuue the <·m:tr..tt·ts :u the f'lhi t•t on repaving 8t par the eaj>ital J>royi;l~d b . etlt ate~ .. or a~ suh5t-que-nt 11\tt>rY~lb. of In Yt>iH"$..

• .. ~ 1e t"Umpalnes. '" The _\ssam-Bengal Railway Coml''lllY wa· f d · · ·

that any surplus profits weJ"f' tO he di\""J:le.<l b ~~. urmt<>l o? ~trullar lm~ in lS!J:.!. ext:~pt . • . e \\ee-n Ie Spt·rptary of St·n · 1 1

pany In proportion to the t:apital pro,·idell ln· eaC'b. 'Ih . . .... ~ e .. u~l t 1: \'Htu-was 3.1 per eenL fm· the first ~ix ~-f'ars aud ti;Preaftt>r 3 p:r ~~t:t~f ~u.trnlltH" In tln~ ea..;._.

1he terms uf guar..,ntPe fZh-e-tr to thp ('Ollljlallit>-!' formPd ~itu·e l""SH 11.1,. tl . 1 IDU h llO f• }} t f} l_l . P• ~ t' HI~ lt't"ll

c 1 re. a'o~tra J e o te voYernJHPil.t than in thf" <"ase of thn~p formetl lwforP 1St;!•. :ren~nnat10n of Contracts of the Old Guaranteed Companies -ln

deahng :nth t1le .g~tar~r~teed companies_formpcl hef~rP 18t)9 mul with thn:-;e formt--tl in .. 1~"'1 and sub!'iequeutl:.', 1t h .. 1s he-Pn the pr::wtH·e (ex<·ept tn the <'fi~Ps mentionetl nhovP. wht>"n tl P P.urclla.SP of sotue of. the old A'Uatauteefl linPs wa~ postponPcl in onln- to ~('\lrP tn rl:t> Go,erum~~t n share tn stt~lns p~ofit~) to u~e in smue_ -n·a:: or oth+"r nt th+" par\ip:-;t po~"'ihlP date th~ ltght TPSPn-ed h~ thP ~TOYf>TlltnPnt of ternnnahnl! the rontrad~ of the varinn:o. companies. The method of makml! usp of this rig-ht has tlifferPd in differPnt •·a>OP:o:.. Th_.. ~ast~rn ~engal, 11><> Otulh anol Rohilkhan<l, th~ Sind-l'un_jab an<l l)pJhi all(! thP ~uutheru I UDJ.ah hnes Wf"re purdut~cl nnd transferrE."cl to State mana~nu•nt. thP 1n~t t"-·o nnw fonmng part of the Xnrth-"'~<t<>rn Uailway. Similar!~·. tl><> Bt>n::-al e .. utml liu,. wa< pu_rchase<l.an<l made par~ of the Ea<lern Bengal Railway. The )!n<lras an<l the lJHliun )Iul_land hn!s were fi(•q_utrf'd l_rut lPf~. af!er aeqnisition. under thE" llU\D:lJrt"mPnt of t•nm· pan1es worktug other hnes \nth ''luf"h tt was atlvantag-rou::. to amalJramate tltetu. 111 the cas<>s of South Indian, Bomlm~-. Baroila and Central India. South<>m :Mahmtta. and TienA"31-NaJrpur, the <'om~e adoptE"d has ht'-t>n to nrran"e i'or thE" rontiuuatH'P of mntH\tr{'"­ment h~T the orig-inal rompnn~~ (or b~~ a l)f>W •·mnpat~\ f'lO!'Ply rPlatetl to thP ohl nl~·). but to se~ure mnr<> f:wourahlt> finanrial ronditions for tl1e Rial<> l"· <me or morp of tl1<> following nwtl10<ls :-rPcluf'tion of Hu• amount of <'a pi tal J"PtaiuP(fl)~· thP <'ompu.nit>...- in tl1e undertakings, re<lurtion of th,. rat<> of interest guarantee<! h,- the State on .,u·h capital alH1 mo<lifieation in favour of tl1~ GO\·ernm<>nt of th<> rlan<e< r<>lating to th~ <livision of surplus profits. This nwthod was adopt•d ahn in regard to th<> E•"t ln<lian an<l tl1e Great In<lian P~ninsula Railwnn, but the rontrnots un<ler whiel, thev were l>eing worked lwvinl!' terminaten on the ·aht Deremb~r 1924 an<l the 30th Ju,;e 1925 r<>specti..-ely, tl1e managem<>nt of thesP lin~s has been tak<>n o..-!>r hy the Stat~ from tho.­<lates. Similarh· the manag~ment of th<> Runna Railways was taken ov<>r hy the State on th<> termination of the contract witl1 the Burma Railway;; C'ompan~· on th<> :!1st Uecember 1928.

Arrangements between the Government and Companies at present. -The rt>lations l>Phn"Pn thP Gol""f>rnmfl'nt ntHl tllf> g"llarnntPPd rompnniP.;;; now wnrldng :nil"~ays may 1~(> snmn1arisP<l n5> follow_~;;~-

The lines that the~· work al'<> the property of the State.

'l'l1e greater part of the t:aj>ital is the pro1•erty of the Uowmment, either thruul!h having bef>tl ori~innll)· supplied by it or through the Ul"<tuisitiun hy the HoYernmeut of the ~reater p<nt of the- l·mupanie~· intPrt>.-;;t on the- h•rmiu­ation of old eontracts.

\\'hen funds are requir~<l for further <-apital expenditure, the Uoverument hus the option Pither of pro,·idiu~ th€'tn or of calling on the company to provide theu1. Both the Go'\~f'rnnlent aiHl the eompany m~uull~~ rP<'eivt> intpt·est at a fixed rate on thE-ir r·apital aml surplus profits are divi<letl he-twePn the Hflv­ernJnent and the <·on1pany in the various proportions provi<lNl for lJ~· tlu~ ('ontrn<*t5. The t•ompany's l'Obare i~ in 1nost (•nse~ only u ~mall proportion of the total amount.

.A.ll the contra<·ts are t~rminahle at the option of the Se.-retary of State, at spe('ifie-cl rlates: and on termination the company~~ c·apital i~ reparalllP at par.

The arlministrative t•ontrol exerei~etl hy the- lioYernment flVI"r the rompantt'!i i~ a:t follows:-

'Ihe company is lJol.md to k~Pp the l~ne in g-ood repair, in good :'"orking eontliti{)llt and fully suppli~d with r?lhng-s_toek, plant, ~nd ma<·ln!'el'y: to keep t_be rolling-shH'k in ~oml rep:ur and 111 w>od work1~1g eond1hon: ami ~n mu_tn­tain a sufficient. staff for the purposes of the lm~ ;-all to the sat>sfael>on of the Secretary of State.

The SecretarY of ~tafe ma~v require the <·ompa~y to c·ar~~ out au~~ _alteration or impTo~ement in the line ... or in the work1nJ! that he. may thtnk. nt>Pf'~.·mry for the safety of the pubhc or for the effectual workm~ of the lme.

T11e Secretary of State 1uay re-quireo the !'ompany ~o _ente~ into SJ..."l'~e~:nts, ~n rNlson~hle ternts anti (·ontlitions, witb the admtntstrahon'" of adJmntng ratl­wm·s for the exercise of running powers, for the suppl~· to o~e another of surplu;; ro!Hng-stock. for th<> intereban~e of traffic an<l rollm!!'-stock and

102 JtEPORT BY THE RA,ILWAY BOAIW ON INDIAN UAILWAYS FOR 1934-35. [APP, B.

the settlement of throuj;h mtes, and fo: ad~iti,<>ns a.nd alterations to,. or the redistribution of, existmg accommodatiOn m Junctions or other statwns in view to their convenient mutual use.

The train service is to be such as the Secretary of State may req~ire. In order to secure a general control over the rates quo!ed by. compames, the Secretary of State has retained pow~r. to settle the. c~ass1fi~atwn of goods. and to authorise maximum and nummum rates w1thm whiCh the compames shall be entitled to charge the public for the conveyance of passengers and goods of each class.

The company has to keep such. accounts as the Secretary of State may require, and. these are subject to audit by the Secretary of State.

In all other matters relating to the line the company is made subj~ct to the super­vision and control of the Secretary of State, who may appomt such persons as be may think proper for tb~ .purpose of inspecting t~e. line, auditing the accounts, or otherwise exerCismg the powers of supervisiOn and control reserved to him. In particular, the Secretary of State has the right to appoint a Government Director to the Board of the company, with a power of veto on all proceedings of the Boa;d. All the moneys ;eceived by the company in respect of the undertakmg, whether on capital or revenue account; have to be paid over to the Secretary of State.

All expenditure by the company bas to be stated and submitted for the sanction of the Secretary of State.

Thus, the Government has the preponderating financial interest in the lines worked by the two classes of guaranteed companies, those formed before 1869 and retained as working a"encies with reduced capital after purchase, and those formed on terms more favourable" to the State after 1880; it has exceedingly wide control over the methods of working; and it has the right of taking possession of the lines at specified times on re­payment at par of the capital o£ the companies.

Other Lines Worked by Companies.-In addition to the lines referred to above, and apart from lines constructed by Branch line companies, District Boards and Indian States, two lines of some importance have been constructed by companies which receive no direct assistance by the Government, namely, the Bengal and North-Western Railway and the Rohilkund and Kumaon Railway. (The Rohilkund and Kumaon Railway Company was guaranteed interest at 4 per cent. during construction and received for 10 years thereafter a subsidy of Rs. 20,000 per annum. This ceased in 1894). While, however, these companies have no guarantee or other direct payment from the Government, they derive some ndvantnge (partly through direct participation in profits and partly through reduction of expenses) from the fact that the working of certain State lines has been entrusted to them, the Tirhoot Railway to the former company and the Lucknow-Dnreilly Rnilway to the latter. Their lines can be purchased by "the State in 1937 or 1942 on terms which are ~ifferent in respect of the different sections of the lines, but are, on the whole, much more favourable to the companies than those provided for i~ the c?ntracts with the guaranteed compan~es. Failing purchased in 1937 or 1942, the lines will become the property of the State m 1981 on payment of certain amounts. The general administrative control exercised by the State over these companies and the control over expenditure are similar to that which is exercised as explained above over guaranteed companies. ' >

APP. C.] 103

APPENDIX C.

The Organisation for Government control. . r~~he initial policy ot ~he Government of India ior the l'liU~!fUl tluu an~l \\Drkiu·~

o~ railways was the estahhsh~ent of gumanteetl 1aiiway l'ompauie.s uf .Eugh~h Jom;: cxle .. Control ~ver the op~ratiO~ti ~f tllese l"ompauies was at nrst seeu~J through the appomtment _of a co_usul!lng Engmeer of Uuarauteed Uailwm·s. &me ve.OJ-s bter lo~al c_onsultmg ~?gmeers were .appoiu!ed for the exe~eise of c~ntrul over "guar.mteetl ra1hva;s an~ ovet State-o"ned_ rmlways In the construchou of wlw.:h the ~tate hntl he-en fin_ancmlly l';'tez·ested and whiCh had_ been lease<! to com1mnies for workin~. These offic;rs combmed the dutles of superns10n and control on behalf of the tiowrnntent of Indza and of an Inspector under the Government of India Uailwav Ad. The l<owrn­ment o£ India were not ,directlr concerne_d with the ownership oi railways until l~lk\ when the Calcutta and South Eastern Uallway was surrendered to the lu<lian l.iov~rn­ment under the terms of the contract between tbe Secretary of State and the Company •

. _Owing to the. Uo,·ernment of. India !wving in 18.u9 defiuit;ly adopted the poliey o£ direct constructiOn and ownership of railways, a perwd of rapid development of rail­way construction ensued and it became necessary to relie>e the Public \\" orks Depart­lnent Secretariat of the UoYerument of India in some measure of the tletail~d control of railways. Accordingly in 1Si4 a State Raihnoy Directorate w"" estublish~d und the greater portion of the State Railway establishment and business conueet..>.I with State Railway Administration was transferred to the control of the Diredor of State llail­wa.ys, an offirer who functioned on much the same lines as the head of a devanment under tbe Government of India. The Consulting .Engineer to the li-ov~rnmeut of India for State Railways was at the same time associated with him but all importunt matters had still to be referred to the Public \Yorks Department. A S(Jeeial Deputy Secretary in the Railway Branch of the Secretariat of the l'ublic \\" orko Department was also appointed to conduct the cOITespondence between the tim·ernment of India and these officers.

Early in 18i7 a further change was made in the or!!anis.'ltion responsihle for the administration and control of State Railways and in the place of one Direl'lor of State Railways three Directors of territorial systems and one Director of State Rail­ways Stores were appointed. These territorit~l divisions comprised the following ,ystems :-

Central Western and North East em

l,ll9 mile.i, 9:.!! mile~,

S:30 miles.

This division of the administration on a territorial basis pro\'eu un.mtisfac!ory in practice as it resulted in the issue of co.n~iding orders as .far as t_he mauag-eme~t. of open lines was r uncerned although no difficulty was eXJJenenced m the supernswn of new construction. "

As the number of lines under construction had decreased and in order to _remedy ·the defect just mentioned, it was decided in 1880 to abolish the Diredm·s of the ·Central and \V estern Svstems and to transfer the work allotted to them to the Con­sulting Engineers of the ':eighb?uring. g:uaranteed :;a!lway~. The abolition of th:se two appointments resulted m an ':'crease m the adnnmstrahve work of !he Secretannt and it was found necessary to tmse the status of the Deputy Secretary to who~ the powers pre>iously exercised by the Directors ha<l been entrusted, to that of Dll'ector General of Railways.

In the revised organisation the Consulting Engineer to the Uo_,·ernment of l~Hlia for State Railways was associated with t~e J:!trector General. of Rm!way~ and n_sststed the latter primarily in an a<l>isory capacity m matte~s of crnl eng-meer~n!! while the Director of Stores similarly acted in matters eoneernmg stores and rolhng-stoc~ and at the same time was an· ad,·iser in '?'alters affectit~g establish~ en!. The Dzreetor of Traffic was appointed at the same hme as an adnser on traffic pr~blems an? t~e

·accounts work of the department was place<! under the Accountant General, I ubhc \Vorks Department. . .

G ' t trol and supervision of the Guaranteed Rallwavs <·ouhnued to he o..-ernmen . con . Th. fi h · d b th Local Consultinv Engmeers to Gowrnment. ere were >e sue

:~~;,~:eat lhe ~ime with headquarters at Bombay, Madras, Calcutta, . Lahore and

L k Tl C Sultl·1,.,. En.,.iueers at Madras and Bomhav wo'l'ked dtrectlv under uc ·now. •e on ,. ,_ . I . L h d L' k

I G t of these Presidencies while those at Ca cutta, a ore an uc ·now tIe ovedrnmtehn · ruedl'ate m·<lers of ;he Government of India. Under this arrnn!?e-wereuner enn d t f h

t t . 11 all powers affedin" the finances and dav to ay managemen o t e n1en prac .tea v r"l ~ _ • Q

. - IJO\IlD OS JSJ)I \:\ l!AILWAYS FOR H13W5. (APP. C. 104 ltEI'OHT BY THE H.HLW.H . . • • •

. . · I the Consulting Engineers or in _the Gm·e~nment, both ratlway:i were \'estetl .eit u~r Ill • . a.Iu1 latt•r on for f;tate H:ulways whtch had been for the ~uaranteed. ratlwa~· c:ompautes. leased for working to railwa~· companieS. .

' Tl f II · · •. ,list of the administrative appomtments that existed in 1881:-te o O\\lliJ< '" • 11· ~...- '· D (' neral's Council Pu • tc " or,;s epartment. 1. JIPrnl>~r of th~ Uo-vernor :1e • !

2. Se,.retarv. l'uhli,. \Yorks Department. ·.J. D I ·c· ... ·retarY Hailwav Branch. t>pU \' o . , ...

4. U nde; Secretary • Railway Branch. 1. · f St t Railways •J. ConsultinJ! '..nJ!meer o • a e .. .

G. Direc·tor General of Railways. 7. Director of Construction. 8. Acc-ountant General, Public "'orks Department.

9. Diredor of State Railways, Stores. I IO. Three Assistants to the Diredor General of Rai ways. l L h 11. Consulting Engineers for Guarantee<) Railways at Ca cutta. a ore and

},ueknow. C It · E.nvJ·u··I·,.· fo1· Guaranteed lines, Calcutta, Lahore and 12. Del>uly on'u mg e "

IJll<·know.

Jladras and Bomba.'!.

13. Joint Secreta~~·, Railway Branch and Consulting Engineer for Railways. T4. Deputy Se~relary. Public \Yorks Department.

Punjab.

15. Secretary, l'uhlic \Yorks Department.

:By this time also Local Governments and Administrat!ons had been induced to take a practical interest in the management o_f railways an~ m a few c~ses short exten­sions had been constructed from funds the mterest of which Local Govemments had accepted responsibility to pay. Such lines were controlled by the Local Governments concerned under the general supervision of the Govemment of India.

After 1881 further alterations of a more or less detailed character were made in the administrative organisation and by 1890 the foHowing changes had taken place. Instead of a Deputy Secretary and Under Secretary, Railway Branch, there were then only an Under Secretary and an Assistant Secretary, Railways, in the General Branch. The posts of Director of State Railways, Stores, and Director of Construction had dis­a~peared and in their pl~ce there was an Under Secretary, who was an e.~·offir;io Deputy D>rector General of Rmlways. The post of Accountant General, Railways, had also been abolished and the Accountant General, Puhlic Works Department, was once more made responsible for this work.

Further changes were made in 1897. In .that year the post of Director General ?I Railways was ab<Jlished and the post of a Secretary to the Government of India m the Pnhli.e \Vm·k~ Department was created in its place. The other administrative a_nd secretarwt nppomtments at the headquarters of the Gowrnment of India at the hme wer·e:-

(1) DiJ·edor of Uailway Construdion, and Deputy Secretary and e.r-officio Direc· tor of Stores.

(:!) Di>·e .. tor of Uailway Traffic, and Deputy Secretary and e.r-officio Diredor of Hailway Statistics.

Fl) 'l'wo Under Secretaries. (4) Two Assistant Secretaries. (f>) One :Medumiml .\ssistant.

The J>osl of Uonsulting Engineer for State Hailwavs wa• also abolished and his duties trnnsfN-re<l to the two Direetors. The snpervisio'n of the accounts work of the Department, however, still remained nuder the Accountant General, Public Works Department, who was also an e.r·officio Deput~· Secreta>·~· to the Government. of India. . In Oetob~r 1901, Sir _Th.omns Ro_bertson, c;:.v.o., w:'s _appointed by His Majesty's

Secr<;tnr:\C of State for Indm m Council _as Sf>ecm'l Comm_>sswner for Indian Railways to ••:qlllr~ mto '~'"! l'ej>ort on t_he ad~lllUistrahon and working of Indian Railways. In Ius ~eport. wluch _became. nvmlable 111 1903, Sir Thomas recommended tlmt the adminis­trahon. of the ra;lways m I!'d!a should be entrusted to a small Board consisting of ll Pr<;sJdent or 9h>ef Comnus;10ner who should have a through practieal lmowledge of mllwoy workmg. aucl should he a member of the Viceroy's Council for railway

APP. C.] ORG.\Xl~.\TlOX l"OR GO\'EH:X)JEXT CO:XTHOL. loa

mattei·s, and two other Commissioners who <hould be ru f 1 · .. ·1 · d 1. ld h . · ·1 · · ~ t=n o Hgu r-.:u ,,·av stantlnu,.

an suou "' e a simi ar traimug to that of the Pre<,· <I"!Jt H · · ' , 1 " th u d h ld · dd' · · • · e ret-omtnenueu t '"' e .uoar s ou , m a 1tJon to the ne~esoar'l" ollice e<tabli ·hn1e11t 1 ·d d · h . .. ~ ~ • Je pron t!' wu -

(1) .A. Secr."_tary who ~hould ha>e reeei.-ed a suitable traiuiug in the praerical "orkmg of r:uhmys, and who should be u-of/icio. the Go'l"ernment of India. .. a :Se~retary to

(2} .A. Chief Inspector of Railwav•, to >1<1-··,~ on ll t h · 1 · ... . ~ -"' a t>t: lllt'a , en~1Ilt?t>ring aud mechanical questions. •

(3) .A. suitable number of Government Inspectors.

G Sir

1 '~honCms R_o

1hertdsonh's recommendations were carefully considered b,· the Governor

enera. m ounc1 an t e Secre~ary of State, and early in 1!105 it w~s t!eeided that the Railway ll_ranch of the Pubhc \Yorks Department of the Government of India should be abolished !'nd that tlte cont_ro~ of the railway systems in Indta shoult! be transferred to a Ra.tlway Board consisting of three persons, a Chairman and two Members. The. Chatrman of !he Board was vested with the ~:eneral control of all que~twns coJm~Htted. to the Ra1lway Board with power to act on his own responsibility subJect to c.o.nfirmatwn by the Board. The Railwa;· Board ~-ere au:horise_d to dele~rate fo the Chan_mau o; a member .t~e power of setthng <pteshons wlnch mtght arise on any tour of mspectwn, such dectston to he 1·ecorded subsequentlv as an act of the Rail­way Board. The Boartl was made subordinate and directlY res'ponsihl~ to the Gowrn­ment of India in the Department of Commerce and Indusin·.

The Raihm,· Board assumed office in )Iardi 190:) an;! were provitletl with the following establishment:-

1. Secretary. 2. Examiner of Accounts. 3. Under Secretary, Construction. 4. l' nder Secretary, Traffic. ~. Registrm·. 6. DiJ'ector of Railway Consti-uction.

Certain changes were, however, made in the following year antl thE> estublishmPnt then consisted of:-

1 Secretary.

3 Assistant Secretaries; one each for Establishment, Construction and Traffic. 1 Registrar. 1 Director of Railway Construction. 1 Railway Accounts Officer.

Sir Thomas Robertson had further suggested in his detailetl recomm~ndutions that extended powers, both administrative and financial, should he delegated to Boards of Directors of Companies, that the appointments of Consulting Engineers should be abolished and that the work which they performed under the Railways Act sl10uld be entrusted to a body of Government Inspectors to be appointed for the purpose. These recommendations were given effect to in a modified form in 1908.

\Vithin a short time after the constitution of the Railway Uoanl, it was found that work was being hampered by having the Commet·ce and Indush-y Department between the Railway Board and the Gowrnor General in Council and in 0.-toher 1908 on the recommendations of the Railway Finance Committee presi<led O'l"er hy Sir .James Mackay (now I,ord Inchcape}, the following changes were introduced:-

(1) The appointment of the Chairman of the Railway Board was changed into that of President of the Railwav Board and enhanced powers were wsted in the President. •

(2) The J3oard with ifs staff became collectiwly tbe Railway Department tlistipct from and independent of the Department of Commerce and Industry, though remaining under the administrath·e charge of. the Hon'hle Member, Commerce and Industry Department, as the Ratlway ){ember.

(3) The President of the Board was given direct access to the Viceroy as if he we1·e a Secretary to the Government of Imlia.

At the same time in consequence of the amalgamation of the Puhlic \Yorks ~epart­ment Accounts and Civil Audit ~stablishme~ts under{ t~e con

1trolt oGf the

1 Fpmabnl~e

Member of the Government of India the appmn.tment o .... ccoun an e.nera , u _lC \Vorks DPpartment, was abolished and the appomtment of Accountant heneral, Ratl-waYs, was re~ived. . .

· In 1909 the post of Direct?r of Rai~way Constructwn was allOI!shed .a~d the · t t f Cinef Engineer w1th the Ratlwa; Board for the purpose of adVJsmg the appom men · o d. · h ,.,. ·1 E · · t d Railway Board on technical matters connecte mt t.l'l"l .ngme.,rmg wa• c-rea e .

o2

106 . HD OX IXDB:i RAILWAYS FOU 19:!4-3<3. [APP. C.

REPOHT BY THE RAILWAY BOA • • • •

· . ··d d that the importance o£ financial a_nd c?ml!'ercial In .JanuarY 1914, rt " 39 de_n e 1 t ol of Indian railwav pohcy JUshfied a · · •. ·tion wrth t 18 con r • 'l B d h ld con.,demhons m connec > ·"d t nd Jlembers of the Rar way oar s ou

modili<·ation of the rule that the I re>l en Ia k" f rail wan It was then decided t l . ce in the actua wor mg o . . . .

all he uwn o arge expenen l ll . · tl the others might be appomted Prestdent that !n future one mPmber w 10 .N1~uu J ; 1 a~cial experience' and a n1ember with the shoul•i be seleetetl for commen·1~ an n nec-e:-san· <pmlifications was appmnted. .

· · It d · 19'>0 when it was decrded that all the 'j lti. arTaHg-t•ment w:.s, howeYer, a ere tn. - . T . t th B d

' b f tl ll ·I houhl possess ratlway expenence. o assts e oar three me':' ersl o ·~ l oat~' s t· fi anc;,;l questions the post o£ Financial *dviser to however~ tn t 1e consH era .on o n ' ltailw:w Board was created. .

(J":in, to the expansion of railways in India_ and the incrt;ased ~vork thrown '?" the Bo:mf n Reeoml A.sistunt Ser·retary, Engineern~g! "'J\, appomted ~~ 191~ dn1· I! lH]!,i t!Je iluties of the Construction llraneh were diVIde etween one . r:nc .· ea ~no with J'r.,jects under un Assistant Secretary and a second branch deal~n., with \\ ay nnrl Works which was sometimes under a separate officer an,d at otherr times under the Secr~tarY or Chief Eng-iuPt'l'. In HJ22 the charge of the_\\ ay and '' orks_ branch was divided "hetween the Assistant Se<·retary in charge of ProJects and the Assistant Secre­tnr,,~ in dmrge of Stores.

In Xowmher· 1!!22, !Ire Boar<l's estahlishment _was strengthened by the appoint­ment of a Chief )feehanieal :Engineer. This appomtment was created. to enable _the Boa.rd to. have nt headquarters a reliable adviser on matters connected with mechamcal engtueering.

During 1921 a Committee ]H'esided over hy ~ir William _Acworth visited_ India and one of the questions referred to was the evolutwn of a sahsfactory authonty for the administl'Ution of the varied funetions which the Railway Board had to perform as:-

(a) the directly controlling authority of the three State-worked systems aggre­gating !!,028 miles,

(b) represenlnth·e of the predominant owning partner m systems aggregating 22,949 'miles,

(c) the guarantor of many of the smaller companies, (d) the statutory authority over all railways in India.

The Acworth Committee recommended in tl1eir report:-{1) that a new Department of Communications responsible for railways, ports

and inland naYigation, road tmnsport and posts and telegraphs under a :Member of Council in charge of Communications should be created,

(2) that under the :Member o£ Council for Communications there should be a technical staff consisting on the railway side of a Chief CommissiQner and four Commissioners and that of the four one should be in charge of finance and tl1e organisation and staff of the office and the other three Commis­sioners should be in charge of three respective divisions, Western, Eastern and Southern, ·

(3) that the technical staff attached to the Commission should be strengthened specially on the traffic side. ·

The Government of India, though they did not accept the first I'ecommendation of the Acworth Committee, agreed to the re-organisation of the Railway Board being under­.faken on the principles under·lying the report of the Acworth Committee. The appoint­ment of a Chief Commissioner was accordingly sanctioned in November 1922, and in accordance with the recommendations of the Acworth Committee he is solely responsible, under the Government of India, for arriving at decisions on technical questions and ud,·ising the Go,·ernmeut. of India on matters of Railway policy; he is not liable to be <>ver-ruled, as the President was, hy his colleagues in the Railway Board.

The first tlnty of the Chief Commissioner was to work out detailed proposals for the re-organisation of the Railway llonnl and as a first step he made recommendations l'o the Uowmment of India for the immediate appointment of a Financial Commis­sioner. This recommenrlatiou was stmngly endorsed hy the Indian Retrenchment Committee and the appointment of the Financial Commissioner was made in April 1923 "·i.tlr, the snnt'fion of the S~l"r~tarr of State.. The further proposals of tlre Chief Com­mlSstouer fo!" the re-orgamsahon of the Rmlwny Board were accepted hy the Govern­ment of In~ha and the Secretary of State and were introduced from the 1st April 1924. lr was .•le•·ule<l. ho\WYel', for r~asons <"o.nuect~d with the present statutory position of t\>e Harhmy Board, m!tl to aYord r·onfusron with the provisions for a Rnilwav Commis­swn umlPr Chapter V of t!>e Railways Ac·t, to retain the name "Rnilwav Board " for th~ l_rent!~narters orguursntion of the Railway Depat·!ment instead o£ <<Railway­Comm;ssron · as rpeommpnded by tlr~ Acworth Committee.

.APP. C.) ORGAXI5.HIOX FOR GO\'ERX)!EXT COXTROL. 107

The Railwav Board as then reconstituted consi<ted of the ''h1' f ,. · · P ··d h T.'w_ • l · - - "- e '-ommlSSione-r tu

re>l ent, t e .., manc1a Comllll>>toner and t"o :Member;; the Chi f c · · b · Secretary to the Go..-et·nment. of India in the Uailwa\· 'Departm e t omTnhusowner .. •,mgf h • th C · . . h . eu . e propos• o

t e . .o.c~mr .. ?mnnt~ee t at the_ Indian. Railways should be sub-diYidetl into th~ (erntonal dlVlSions w1th a Commtss1oner ~n. charge ot each was nut a<:eepted, and the wor~ o~ the ~embers of the Board wa_s drnde~ on the basis of suhjects and not on a terr1~onal b_as1s. One :Member dealt wit b teehmeal subjects and the other with general ~dm1n1stra~Ion, personnel and traffic suhjects, the J'i_nanci~l Cotumissione-r reprt>sent­mg tile Fmance Department on the Board and dealmg wnh all financial questions .

. The re-org~nisation _ca~ried out in 192-l had for one of its principal objects the rehef of the Ch1ef Comnnssi_oner and_ the Members from all but important w~rk so as to enable them to ~e>ot~ thetr att-:nhon to larger questions of railway policy and to en~b~e the~ to keep. 1n touch with Local Go>"ernments. railway administrations nnd pu~hc bodies by to.urmg to a gre.ater extent than they.had been ahle to do in the past. Th~s obJeCt was eftected by placmg a responsible Director at the head of each of the mam branches, of t~e Board's work, namely Ci~·il :Engineering, lledmnicnl Engineering, ~raffie awl Estabh;;hrnent. The former Chtef Engineer and the Chief Mechanical EnginPer ':·ho had been employed mainly in consultative work, became Director~ an'l together :nth tl~e Directors of Traffic and Establishment have l>een made responsible for the dnect dtsposal of the work of their branches unde~· the general otder; of the Ra1hmy Board.

The posts of Joint Secretary and 4 Assistant Secretaries were replaced by t; Deputy Directors working under the Directors and in charge of branehes dealing with :Estab­lishment, 'Yorks, Projects, Stores, Statistics and Traflic. One Assistant Director was also added to super>"ise the Technical Hranch aml the Drawing Oflice. The disposal of the geneml work of the Railway Hoard was provided for by the continuance of the post of Secretary in whose name all letters and onlers of the Board are issued. The position of the Board as a Department of Gowrnment of India has been maintained and it works under th<> llember for Commerce and Railwavs. As already stated the Chief Commissioner is the Secretary to the Go,·ernment of India in the Ruil;,·ay Dt•part­meut and orders issued J,y the Board over the signature of the Secretary are or<l~rs of the Government of India.

Experience of tlie working of this organisation during 19:!4-:!i'> and the de<·ision agreed to by the Legislati>"e Assembly in September 1924 to separate railway finances frotu the general finatH.'t>~ o:f the country made it necessary to appoint a Deputy Director and an Assistant Direetor of Finance. An Assistant Director of Statistics was also added during that year. Later a Director of Finance was added to the establishment occupying, as regards disposal of work, the same position as the Directors referred to above.

Further experiem·e of the reduction of work resulting from the large delegation -of powers and responsibility to the .l~euts of State-managed Hailways and the lloard of Directors of <;:ompany-maunged railways e'."' bl~d a re~ar~an~:o;ment o~ work to be made during 192o-2G accompametl by a reduetwn m the staff. Under tlus re-arrange­ment the posts of 3 Deputy Directors, an Assistant Director and the Assistant _Secretary were helcl in abeyance. The personnel work was transferred from the Dtrector of Establishment to the Secretary and a temporary post of Deputy Secretary wa~ created. Furthet· a separate techniPal office ..-as est:;blis!.ed lo take charl'e of the techm~al work of the engineering branches .. The Tec_Juncal Officer also ac~ed as c.r-of!icw Secretary to the permanent Standardt>ahon Connmttees wh1eh were appomted to ileal progressp;ely with all questions of standards of equipment.

This arran<>ement was found howeYer, to lJe inadequate. In a<ldition to the general inc1·ease in wo~k in the Railwa~ Board's Oflice consequent on the taking OYer of the East Indian Great Indian Peninsula and Burma Railways under State control labour problems had assumed such importance and n:ere so rapidly _increas!ng in number ~nd complexity that it was not possible to <leal w1th them effectiYely wtthou_t _the appomt­ment of additional staff. Accordin.,.h· it was decitled to create an addttwnal po•t of ){ember of the Railway Board to ~eal with staff and labour questions; leaving the Member in charl'e of T1:affic, who ~ad hither~o been dealing with es!ablishme~t malte~s. to devote his whole time to questiOns relatmg to the TransportatiOn and Commercml aspects of Railway work.

It was also decided to revi,-e the post of Deputy Diredor, :EstahlisJ:ment, S? as ~o free the Director of Establishment from this work, and thus enallle htm to g_we h1s time to the stud~· of problems of railwa~ labour. Of the two _POSt< of Deputy Dlfectors of Traffic and Statistics one was held 111 ahyanee from 192'J and the two posts have since been amalgamated.

In October 1930 the compilation of statisti<al information whic~ used previously to he done in the Board's office was entrusted to the Co~troller offSRa!l":ay Accou

1ntsi and

with the transfer of this work, the post of Assistant Duedor o tat ISh<~ was a so rans­ferred from the Railway Board's office to that of the Controller of Railway Accounts.

108 Bt:l'UHT BY THE HAlLWAY JJO.\IW 0:\ 1:\DJAX HAlLWAYS ~·oR lU:H-35. [Al'P. c.

1 l 'J"'l ·•·• · · f tl e d~··l•" ne in traffic earui1ws and in the number and rua.<>ni-n .. , -·J<-, m v1ew o 1 <~ "' "bTt f k" "' tude of J;ngineering works owing to financial stringency, the poss1 1 1 Y o ma ·mg te"?--porary re•luctions in the orgamsatwn of the ¥oard w~s exflored a~d as_ a result of t_his examination and with the approval of the Secreta~ of State f01 Ind1a the followmg superior posts have been beld in abeyance w1th eftect from the dates noted below:-

)!ember, Traffic-29th March 193:!. )I em her, Engineering-5th )lay 1932. Director, Civil J-:ngineering-4th December 1931. Diredor, ~Iecbanicul Engineering-1st April 1932. Deputy Secretary-1st March 1932. Assistant Director of Finance-31st July 1931.

lt was also decided, for so long as the post of ::II<;mber Traffic, was. held in abeyance, to create an additional temporary post of Deputy D1rector, Traffic, w1th effect from the lst April W32.

'l'be re-organisatiO<I was co~plete in )fa! .1932, an~ ~hen the sup_erior .staff in t~e o!Hee of the Hail way Dourd consrsted of the Cbref CommissiOner, the Ji mancml Commts­sioner, 1 ::IIernher, 3 Diredors, G Deputy Directors and 1 Secretary.

Shortly after this, however, it was recognised that unless the work was to he seriously ueluyed, it would be impossible for the Chief Commissioner who had taken o''er the duties of the )!ember Engineering, after that rost had been held in abeyance, to devote the time that was necessary for the disposa of Civil Engineering business in the Hailwuy Board's office and it was aecordingly decided to revive the post of Diredor of Ch·il I•:ngineering, whielt was heiug held in abeyance since December 1931, with effed from Xnwmher J!):l:,!, from which date the post of Deputy Director, Civil Engirwe1·ing is heing held in abeyam·e. It waH also decided in October 1932 to convert the l""t of Chief Superinten•lent to that of Assistant Secretary.

Tl>e existing superior staff in the Railway Board's office consists of the Chief Commissiont>r, Uti' Financ·iaJ Commissioner, 1 ll~mher, 4 Di1·edors, 5 Deputy Directors, 1 Se .. rel:u·y and I ,\ssistant Secretary .

.J:or ~he eonduct of the work con!rected with the pr'?duction of standard designs and spectfil·atwns for all classes of matermls, plant and mllrng stor·k in use on Indian Rail­wa~·s, n Central Stand.ards Office for Railways was forn.•ed in January 1930 for a period of 'J ~·ears as 1111 expenmentnlmensnre. On the formation of the above office the post of Terhni•·al Offi,.er with the Railway Board was al>Olished.

APP • .V.] THE >'EI'.\HATIOX OF IUlLW.\1 t·J:v)l GEXEitAL FIX AXLE!'.

10:)

APPENDIX D.

Resolution regarding Finances, adopted September 1924 .

the separation of by the Legislative

railway from General Assembly on the 20th

. " This Asse~bly recounuends to th~ lJ-o,·ernor l:ieneral in Couu('il thut in ordet· 1o rehe--:e the gene_Ial budg_et from the Ylolent fluctuations caust>d bv th~ ineorporatinn thi~embof thde rallway eshm_ates and to enable rail:'nys to carry out ,; continuous railway po wy ase on the necessity of n1ak1ng a definite rt>turn to (Yeneral revenues on tht:> money expended by the State on Railways. "

(1) The railway finances shall ~ separatt>d from the general finances of the ~ou~try and t~e general revenues shall receive a definite annual f:Qntri­bu_hon from railways whi<·h shall hP. the first charge on the net receipts of railways.

(2) The contribution shall be based on the eapital at charue an<l workin" re;ult• of <;ommercial lines, aml shall be a sum equal to" one per cent~ on the cap1tal _at charge ?f commercial lines (excluding capital contributed by compames and Indian States) at the end of the penultimate financial war plus one-fifth of any snrph1s profits remaining after paYment of this fix~<l return, subject to the condition that, if in anv -veaf. rni1wav reYPil\l~s are insufficient to provide the percentage of one· p~r cent. on ihe capital at charge surplus profits in the next or subsequent years will not be dee111ed to have accrued for purposes of division until such defiden~Y has heen made good. •

The interest on the capital at charge of. ann the lo" in working, stmtegic lines shall be born!' by g-eneral l"e\"PnllPS ann shall COnsPquent\y he <le.\m·ted frmn the contribution so (·alculated in ordPr to nrri\"e at the- nt>t amount payable front railway to g-eneral 'revenues Pach ~·ear.

(3) Any surplus remaining after this payment to general revenues shall be tmu•· ferred to a railway resen-e; provided that if the amount available for transfer to the railway reserYe exc-eeds in an~· year three crores o£ rupt>e~ only two-thirds of the excess over three crores shall he transferred to the railway reserve and tl1e remaining one-third shall accrue to general revenues.

(4) The railway reserve shall be used to secure the payment of the annual contri­bution to ~eneral l'evenues; to provide, if necessary, for arrears of depre­ciation and for writing <lown and writing off capital; and to 'trength~n the financial position of railways in order that the services renderen to the public may l>e improYen ancl rat<>s may hP reducen.

(5) The railway administmtion slmll be Pntitled, subject to such conditions as may be prescribed by the Government of India, to borrow lemJ>Orarily from the capital or hom the reser\·es for the purpose of 1net>tin~ expe-nllitur~ ior which there is no provision or insufficient provision in the revenue hmlget subject to the obligation to make repayment of such borrowings out of the I'evenue budgets of suhse<1uent years.

(6) A Stamling :Finance Committee for llaihn>ys shall be t·onstituted cousistinz of one nominated official member of the I.e~rislative Assembly who should be chairman and eleven members elected by the I.egislative Assembly from their bodv. The members of the Standing }'inance Comrnitt .. for Uail­ways shait he e.r-officio members of the Central Advisory C~uncil, which shall consist, in a<l<lition, of not more than one further nonnnaten of!ie1al member, six non-official membeTS seleeted from a panel of ei;:rht selede<l b_v the Council of State from their bony and six non-official members selede•l from a panel of eight eleded by the Legislative Assembly from their hotly.

The Railway Department shall plao: the estim_ate of railway expeu~itnre bpfore the StandinJ! Finanep Comm1ttee for Railways on s~me date pnor to the date for the discussion of the demand for g"rants for ra1lways ani! 'hall, as far as possible, instead of_ t~e expenditure programme revenue show the expenditure under a deprec1ahon funn created as per the new rules for charge to capital and revenue.

(7) The railway budget shall bt> presented to the Legislathe Assembly if po.,ible in adYance of the general budget and separate days shall be allotted for it. discussion and the "Yember in charge of Railwavs shall then make a gene>·al statement 'on railwav accounts and working. 'l'he expenniture propo-.d in the railway budget."ineluning' e:<penniture from the depreciation fund nod

110 REPOI\T B1 THE RML\H1 BOAHD 0::\ 1::\DU::\ RAILWAYS FOR ltl34-35. [APP. D.

(8)

(0)

the railway reserve, shall be placed before the Legislative Assembly in the form of demands for grants. The form the budget shall take after separation, the detail it shall give and. t~e number of demands for grants into which the total vote shall he d1nded shall be considered hy the Hailway lloard in coosultatio~ with the J?roposed ~tanding :Finance Com­mittee for Haihmvs with a new to the mtroductton of Improvements in time for the next 'lmdg~t, if possible. · . :· ·

These arrangements shall be subjected to periodic re,·ision but shall he provi­sionally tried for at least three yean.

In view of the fad that the Assembly adheres to the resolution passed in l'ebrua•y 19:!3, in favour of State management of Indian Railways, these arrangements shall hold good only so long as the East Indian l!ailway and the Great Indian Peninsula Railway and existing State­managed railways remain under State management. But if in spite of the Assemhly's resolution above referred to Government should enter on any negotiations for the transfer of any of the aho..-e railways to Company mana~Jement such negotiations shall not be concluded until facilities have been given for a discussion of the whole matter in the Assemhly. If any contract for the transfer of any of the above railway to Company man.agement is. conclmled aga!nst the advice of the As~embly, llw Assembly wtll l1e at hherty to termmate the arrangements m this Resolution.

Apart from the nlJOve ~onvention this Assembly further I'e.~omrnends-(i) that t!te railway sel'\·i~es. should be rapidly Indian!sed, and further that

lll<h.nns slwuld he appomted as )Iernbers of the Rmlway Board as early as poss1hle, nnd •

(ii) tbat the purchases ?f ~!roes for the State Railways should he undertaken through the ?rgnmsatwn of the Stores Purchase Department of the Govern­ment of Indm."

An. E.] THE FIXAXCI.\"G OF BRAXL"ll LlXES OF RAILWAYS. Ill

APPENDIX E.

Government of India Railwa D dated the 19th February 1~25 eg:r::en\~esolution No. 2131-F .• branch lines of Railways. • 6 su ]ect of the financing of

The Go..-ern?r ~eneral in Council, with the >anetion of His :lln · , •-off BState hfor .Ind.a: lS pleased.to isue the iollowin!! orders ott the suh'Jl:_tty 'r ~<>netary o ranc Lines 1: , - "''" o fin~nH.·iu~ . , , 1n supersess1~n _ol all prt>vious orders on the subject. -

Statel.g~~:::~e:n: !i~i~~n~~:~~n~e C'Oll5huete~l under nn a~e(>meut. b~· wltit·h t1:e the line sh ll . t f I . ~n the rap I tal.. or .alternahwl~·. umlertak.< that th b h a rh.cei'f"e, on k o t le eaunn~s of the :main hne from trattk ('ontrilmtect.l hv · e ranc ' s~e. a sum, n?wn as u rebate_, as 'lnll make up the total E>nrnin!!'~ of th'e branch to a ~nen sum, while the bmneh m each rase shares with the main 'line ·m. profits exceedmg the guaranteed minimum. • y

. 2. This method of encouragin.~ tlu: eonstruction of lines originatetl :10 V!:'ar~ atro· B1mply because the Govern~tent of Imha was unable to furnish the not·essary rapit;>L

3: The .Acworth Committee pointed out that this method, while euablinoo lines to be bUilt wh1eh would otherwise not hav~ been built, has no other merit. Ttu:' finun<·ial terms ~sual before the ~:ar are now qtnf_e Inadequate and if the system is to eontinuE> the:y _will have to be rensed. All the wttnesses before the Committee who uskt•<l for a r~v1s10n of th7 terms adnuttetl that, if the. main line were in a position to built! a gtven bra~ch 1tself, they would prefer that Jt should be·done by the main line rather than that 1t should be done as a separate undertaking.

4. Amongst the disadvantages pointed out by the Committee are the following:­(i) T~e Branch Line Company is usually a fifth wheel to the coaeh. It implies·

In some cases a separate construction sta-ff; it always implies. a separat~ Board of Directors, and separate accounts. -

(ii) Where the branch is worked by the main line, if its Directors ft'el that the management is unsatisfactory, they not only tnake representations to· the main line administration, but in the last resort can appeal to the Railway Board whiclt does not make for harmony.

(iii) Capital raised by a small private un(lertaking-, even with a GoYermnPnt guarantee, will cost more than money raised by the State.

(ivj Inconceivable confusion results hom the multiplication of independent Railway Companies-each company, small or great, desires to resen-e· for itself a separate sphere of influence; an<l jealously <lemamls that. if any new-comer intrudes into that sphere, he sltall pay toll to the original concessionaire. This only compli(·ates a situntiot~ which oug-ht to be t•on­sidered solely from the point of Yi.,,- of the public interest. New propo,als for the extension or cOnnection of lines by ~mall intlependent. companit·S· are either refused owing to protests by the old eompany or only permitted on a ba5is of elaborate accounting- bet\\een the nev. company and the old for the profits which hypotbetically would ha,·e helonge<l to the oltl line had the new line not been opened. .

5. 'fhe only arguments urged in faTour of the Branch Line Companies were:­(i) That monev had been raised ''"hich the Government of India was unable·

to furnish. (ii) That a claim was made that the Branch Line Company obtained hom lo•·nl

somees monev that woul<l ne>er be subscribed to a Go,·ernment loan.

{iii) That there ma; be cas~s of a Branch I.ine of smaller gaul!e worker! ind.q~ru· clently, which the Branch J,ine Compan~· ran operate more erononHcall~· than a main line.

6. The Acworth Committee, therefOTe, so far from approTing of this syst-;m eon-. "d <1 that the aim of the Gowrnment shoul<l be to re<lure by amilgallllltlOn the :u:~er of existing conrpanies and .that it :-;ho1.:l<l only he ?n :ase~ w~ere .the~ State cannot or will not provide a<lequate fun<ls that pnntte enterpriSe 10 the <hrechon .'l10nl<l

be encourage<l. . . . · t ointed out bv the Acwortli C•lmmJttee re<]mred to h~ e'en·

7. The ~Isndvan age\fstinu Branch. Jjne Companies haYe. ceaserl fo; some hme to further amphfied. The e. :-

1 l · ent· TheY 11ave either obtam..d ovenlrafl~

· dd"f 1 capital for cap1 a reqmrem •· · a b ~alse a _I Iona l . ~ ~ 1 ose at heavT rates of intere~t or i~~ut-cl e- entnre!; at fro~ vanous B:~nks fort''" pu :bout 7 er c~nt.) oi· in se..-eral cases asked for money t<Y special rates of mterest (usuRalll . B ~ So far therefore. from 1·e<lucin;t the amount be advanced to them by the "' "ay oar . , , "

112 HF.POHT BY THE llA.TLWAY llOAI!D OS IXDJAS RAILWAYS t'OU 19:!4-35. [A•·•·. E..

that the Government of Int1ia h~1n~ to r::u~e iu th£- opPn market~ they are at present incrpasing that amount. .

8. Another serious disadvantage which is not mentwned l~y t)1e Acworth Com­mittee is that the main line usually works the :Feeder or B:anch Lme lor a remun;rahon which in most cases is limited to a maximum of a fixed percentage of the gross earnin' 8 of the Branch Line (u .• ually 40 per cent. or 50 per cent)-terms of rem.unera­tion "·'f.ich at present are grossly inadequate. The result of th1s arrangement IS that manv of the main lines whose working expenses are from 60 to 80 per cent. of the gros; earnings are saddled with heavy expenditure :which ough~ to hav:, been dehit;,d to Branch Line Companies. ·where t h~ Br~nch I.me. Comp,ames m;e succes~ful , that is, where the shares stand at a high figure, the1r profi.ts are mll:'ted owmg to their working expenses being thus artificially reduced. Agam, where m the cas_e of less " prosperous " Branch J,ine Companies, . the Government !~as to make a dire~t subsidy in order to make up the gum·unteed mterest on the cap1tal! the amo~nt P'~'d by way of subsidy does not reveal ~he tru~ loss of the Government m conno;c~wn With the Branch Line Company. To this subSidy should be added also the additiOnal loss incun-ed from the main line worldng the Branch Line at less than ~he actual cost. Even this, however, does not give a complete statement of t~e loss sustamed by .Gove~·n­ment in connection with these Companies. The•e Compames have been supphed w1th !ant~ free· of charge and tl1e cost of such laml is not taken into account either in the Car>ital or the Revenue Ac<'ounts of the Companies concerned.

!J. 'l'he only real argument in favom· of these Compan~es is tha.t they must Le utilised in eases where the Government itself is unable or dechnes to r:use the necessary amount of capital for new constructions. It is doubtful whether such a position is likely to recur in the future. It is admitted that to use the agency of these Companies is a 'rar more expensi,·e method of raising money for the construct.ion of railways than J.irect Government loans can ever be. The amount of assistance given lJy Brauch Line Companies in the past has been trivial; the tot"l amount of capital raised through the agency of Branch Line Companies has only been about Rs. 10~ crores-an amount which~ in it.elf is less than the lapse that occurred la•t year in the provision for capital <>xpenditure in the ltnilway Budget.

10. The dilfieuli.ies nnd complications now experienced in eounection with the>e llnnwh J.ine Companies are out of all proportion to the insignificant financial facilities <>fl'cr~•l hy the Companies. '!.'he Government of India haYe therefore decided that lhe Jlmnch line policy should be abandoned ami that an endeamur should he made to ,.,,.Juce the numher of the existing Branch Line Companies. If Oll any occasion the (1o\'Pl'!llllent. of India should be unable to find funds for construction (which is not the case at present), and should it be considered advisable to tap fresh sources for ,uhscription to railway loans by offering terms different from those~ given to the 1,mlinary Government loans, that is, by offering not only a fixed rate of intere•t.. hut n share in the profits of a particular Branch Line, there ·appears to be no particular 'ulvantuge of usmg a financial half-way house opecially .to float a loan on such terms; !here appem·s to he no reason why the Government should not float the loan direct. But it will pro La hly l>e found sufficient to raise short term debentures at a high rate of interest-to Le liquidated when the loan market is fayourable-a procedure adopted uow by the Brunch Line Companies, hut at a higher mte of interest than would be ltecessary for the GoYernmen t..

11. There reuutins the case of the District lloard Railways for which some of the •·a pi tal or the security for the capital is secure<! In- a speeial c'ess levied by the District Board throughout th!' district. · ·

'fhe Acworth Co~mittee pointe.d out that where a District Board was the promoter of_ a new Branch Lme, consider~tiOI~s other than purely commercial came into plaY with tb~ result of fu~her complications and confusion. In a footnote to the repoii they ':eferred to the v•e:vs expressed by the Madras Government who had drawn attentwn to a case m whi~h, alt)l~ugh no sh01~-ci1·cuiting was involved, there had Leen a de~ay. of over 10 Yt;ars Ill arnvmg at a deCision in regard to the terms for workin"' a ~1stnct_ Board ~ali~vay by the_ South !!'dian Railway Company. The amount of capital rm~ed Ly D•stnct Boards for su<:h. hnes has been only Rs. 137 lakhs while the amount rmsed by Company _Iu:es . subsidised by District Boards amounts to Rs. 2k •·rores. ;rhese amounts are. msigmficant as compared with the total capital raised by th~ _Government and It ;s cl<:ar that the relief afforded to the Government of India •n raismll' the loans ;s qmte d'"I"?Portionate to the great complications which have re~ul~ed lD the workmg o.f the ru1hmy administration. Loans mised direct b the D1~trwt Boards do not reheve the market of the Government of India. the mo!ev is nltnnat~ly borrowed from the Government of India. ' '

1:!. The. legal position. regarding the powers of District and Local Boards in the matter of ruil":"Y c?nstructmn and management depends in part ou the Indian Railways A~t, _18!)0, winch: Ill the nbse_nce of express exclusion of its application, extends to nll ?•sind ~oar.d rmlways and, In part on tb~ nature of the provision made in the mutter m tlw DJ'trwt or Local Boards Act of the proYince concerned. It is only in the

Al'P. E.] THE }'IXA..'\CI.);G o~· BRA..'\CH LIX''"

- '-"' OF IU.lLWAYS. 113

:Madras Presidency that the "ue·t1·0 1 _ -. d' b . fl £ !) n las assumed . . . Ill tcate ne y the nature of th . . . . . pt-omute-n(·e nnd It will suffice to Act, ~\120. Action under section ftf':r·~~"'",\ <·nu.tatn~•l in th~ 1ladms Local Boards sanchon of the Go.-ernrnent of I d. " ":k· c_t can only be taken .. with the pre.-ious Board may either itself constructn alad . . a\:m~ obt_ained such ·sant..·tion~ a District the local area under the control of tln Bm~Hdltam a railway within, or partlY within

. d b th G le oar or lnw sulr.<enb t d '- • ' ratse - y e 'oyernment of India or bY a' l ~- e o. an~· t"~utuh• iuan pany for the construction or mainten . ·tY ot le-r_llocal authonty or hY" nn'\'" emu­likely to be of benefit to the district ance " an~- r:u wa,- which 'the Board considers 1 "'"' of sueh sums as it shall think fit or ~~y guarantee. the payment from the distrirt wa,- (that is, whether the railway is co as tm erelstl on hcap•tal expentletl on an..- such rail­otl;er loetl authority

0 1 • c·· ~ ns ruetef lY t P (io\·t>rnua~nt of ltuli.\ or hv nnY

"' ~ r l~ a ompan\·). · · Section 2'36 of the same \..t p1· _:l - tJ t 1 ·

mav be utilised for all or a;n: of ~~~~t ep::. Ht. . t te at:~~llldnt!atums of a lm·al railwnv l"t>-:--S gufiranteeing of puvment of i*uter~~t on l:~~)(}pl.'f.tP~l spectt e tn se~l·tion Il:t indudirig tlw ~ . . ~ . -~ a spen on n rat way .

.A. District Board in Madras th f · fund of the monev snllicient U: er: ore, can ~uarantee the payment fJ·om the district

. "1 . . _ h. !' mn e up _Inuumum Interest on rapitul ex.pemled on ~ a.~I '"' a.y b ~It I~ Its area whether su_ch railway is constructed hv the Uon•rnment nf

0• ta or J _a om~an~·, the only dtsad,·antng-e attachin~ to this particular funu nf

gfi'Uatralhll~e hemghthaDt. th~ Act <loes not make the payment. of the "llnrant~ed int~re•t rs c aTge on t e 1stnet Board Fund. ~"" · a

_13. TJ:e Government of India couhl not reasonably use their powers under the Imhan Rail" ays Act, 1890, or under " 17 section 11'' of tl1 '1 1 I l B 1 A t 1990 ·· · · ' " .. , '-' t> ~' m t·ns .O£'a oan s

c , - . to p:e\·en~ 31 D1stnct "Boanl_ or a local _hody from cou.:;ctructing 3 li~dtt rail-wa:y or a tram\vay whiCh l1ad no phystcal_t~onne<·twn with any existing main line und whiCh that local body pwpose~ to work Itself or tl1rough a local compan;-. But ,,. th!ng~ stan<\ at present there Is no reason for continuing the pradice under which Dis_tnc~ Boards are a1lowed to make money out of Branch Lines connecte<l witJ1 a nlaln. hue when t~ey the1nselves cannot make any arrangem~nts for the working of the hnes and requue to have them run hv the mnin lines.

. 14. 'rhe~e Disti·i<;t Board rai!ways mus~ not he eoufusetl with the light and feeder n~1l~a}·s w~lCh _constitu~e a provi~Cia~,s~bJ~ct ntHler the ]l:'Yolution Uules. The_ pro­YlllClal subJect m question compnses hght and feeder railways and e:s.tra-mumctpal tramways in so far as provision for their construction and ntauagetnent is made by }Hovincial legislation"~ That is to say, it eomprises only imliviclual light or feede-wr riiilways or extl'a-municipal tran1wa:vs for the construction an(l managetnCnt of which speci:fic provision has been ma<le hy au Aet of the local legislature of the prm·iuce concerned. Hitherto, no such legislation has been enacted with the result that the entry in question in the provincial schedule, as also the qualifying words to entry 5 (a)" in the central schedule, haYe no operation, and all existing railways of every description are inchuled in the central subject defined in the last-named entry. It should also be observed that the provincial subject in question is "subject to legislation by the · Indian Legislature in the case of any such railway or tramway which is in physical connection with a main line or is huilt on the same gauge as an adjacent line "J the effect being. that a provincial ?iF designed to. provid~ for the co_nstru~tion of ~ li~ht or feeder I'ailway or extra-muniCipal tramway m physical connechon with a mam hne or built on the same ~auge as an adjacent main line would require the previous sanction of the Governor Ge~eral under clause (f) of sub-section (3) of section 80-A of the Gvvernment of India Act; and it may he presumed that 'few occasions are likely to arise in which provision will ~e m:ule by local legislation fo~ t~e construction of a light or fet!rler railway not answenng one or other of these descnpt10ns.

15. The proposal set forth in . tl1is Res~lntio~ is not tlesi~ne~l -~~ ende .. the leo-itimule operation of the legal position desenhed, ~n th_e case of D'"!n<-t J~oa1 d I.u_l· w~vs in parag1-apll 12 and in the cas.e of provitw1ul hg-ht. an(l feedPr nnlwa~:s. _111

pa;.a,;,·nph 14. but it follows from the proposal that J,ocal Go,·ernments an<l Dl'!rl!'t or L~cal "Boa~ds slwuld not, in the absenc~ of special circumstances, he e~woura)!Pd to build branch or feeder lines. In other words, the normal proeedur~ wtll he the construction by the Government of lntlia. or at its co~!, 1>_,. a Company, of a branc~ line which a ·District "Board or Looo.l Government desues to ha.-e con~!ructed an<l ''

1 t tee Rut should the raihm..- pro•mnnme not perm•t the construc-preparel 0 g-uaran . ' ' ~. :""' ·u·r f ·u· ni~tric·t tion of such n liue within a rensonahlf> time, the po~st I lty o penni. 1fl:!l~ . . Board ~r I~~cal Govf"rnnwnt to <'onsfru<"f- it. hom its own funcls ~·ou f reqnne

ronsideration.

'f'~'nrrmu71l'ratirl' Lint.<t.

lG. The al,o.-e proposals r~lat~ to thP procedure ndoptNl in thP pa•t- nnd tlw procedure whkh it is proposed to adopt in the future for th<' financing- of th ...

• u Railways and extra-municipal tramwa,.·s, in so ,!ar a~ tl!.e-y are not t"b-!t<;Hlf.•d a-. prm·i.n•·i.al stlbjects under entry 6 (d) of Part TI of this SchMn1e. 'R 2'

114 ICEI'OIIT ll¥ 11!E IU.ILWA1 JlUAIW US ISl>UX H_\lL\L\YS J<(JH 1~34..;].'). [An. E.

·t·onstrudion of bmnch or feeder line,; expetled to p10ve remunerative from the point of \·iew of railway earnings ouly. liut theJe are tases where the ~ocal ~overnments·or local authorities may desire that a line should be constructed whiCh w1ll not Le remunera­tive on rai!wa}~ earnings and the eonstruetion of which is _de:ire:J by the1n ior purely Jot·al H.>asous on at·c:ouut of the aJministrati \'e a(_h-autages It lS hkely to confer or for the dcvelol>ou•ni of a particular area. lt i• proposed that in future the _Railway lloard in sUt~h (·ir'"umstanees ~;houlJ ll-a\·e power to anan~e for the construction of the line from milway fund; if the Local Gowmment or the local authority guarantees the ltailway lloanl against lo.s. 1'he I(Harantee would be to !he effect tlm_t the local allthonty would make up the different'e hetween the net earnntgs and the rnterest and -ot!Jer dwrges payable. As it is not desirable that the Central Government should make ""." f>lolil out u! sm·h contribution; by local authorities; it is also proposed that where <"<>HII·ilmt inns haw !wen made hy a local authority for this purpose the repayment of stwlt <·outributions· should be a first charl(e on any net profits subsequently realised from tlte lil1e, Hhould the line prove remunerative.

17_ The Ceniml Government must, however, retain the power to decide whether H lir:e is to he huilt or uot; 1l1e proposals in the preeed~ng paragraph Juust not be taken to imply that a Local Government by giving a guarantee can require the Rail­wu_r JJwn d lo t·on-;iruet n line# Proposals of a Loeal Government n1igld run counter to the I(Cilet·al milway poliey or might take the form of short-circuiting railway traffic aml so Jead to a n•dndion of ret'eipts from existing lines. - ~

18. TheRe pwpusals have been circulatecl to Local Governments and have been getwr~ll,v we!t·onh•d by the!11.as ati'ording a sl!itable method of reconciling central and local mlerests nnd of proV!dt'ng for local bod1es and Local Governments a method of securing. the ('O!Hlll'uefior; of 1niiways whieh may _be l'equired for purely local reasons, 11_ud whtch, w!ule uut ~rk~1y to pro~·e remunerative on purely railway earnings, are It lwly to provHle •nell md1reet henefits to J,ot·al Governments and local bodies as 'will more thuu repay thrl anttmnt.~< paid under the guarantee# Several such arrangements Jw,·a~ alretuly been mude with Local Governments.

A.P .1:" J!i 1'11 .u J.X: F •

I.-GAZETTED 01!':B'ICBRS. ft '!.-Btalctnent o} Gazetted O}Jiecrs and O}Jiecrs of corresponding rank employed on Class I Railways, Railway Board and other Railway O.Jfiecs (cxducli!lg 11. E. 11. the Nizam's

Stf!te and Jodhpur Railways) 011 the 31st March 1935 as compared with 31st March 1934. Illy. Board

A.D. D. N. B • .t N. W. JJ., B, & C. I. BVBHA. E. B. E. I. G. I. P. M.&S,M N.W. R.&K. s. I. anti Mls· TOTAL, Cci\1\1\COU!l oll\ccr11.

ItQm,

1034. 1035. 1{134. 1935, 1034. 1D35, 1034. 1935. 1034. 1035. 1034. 1035. 1034, 1035. 1034. 1035. 1034. 1D35. 1034. 1D35. 103-1. 1D36, 1034. 1035. IO:l.J. 1035. 10:14. 103[1,

-- -- ---- ---- ------------------------------ -------- --- --1 • • • 6 • 7 8 9 10 11 12 13 14 16 10 17 18 10 20 21 22 23 •• 26 20 27 2R 211

- ---------- - -- -- ----- ---------------------- ------ ----I • .di1CflrJI Depar!mtrrl-

' I a • 8 8 • • • 6 1 1·01. Hnropoans . 2 3 • • • 6 •o 6 • 6 0 1 3 3 1 2 ·Ci~ '" 1•02, Indlau-

(d) Blndua .. .. • • .. .. 1 1 . . . .. • 2 • I .. .. .. .. .. .. . . . . 3 3 .. . . 10 6

(6) Muallma .. .. .. .. .. .. .. .. . . .. I . . .. .. .. .. .. 1 1 . . .. .. .. .. . . 1 2

(c) AnR"Io-IndlaM ••• dondcllcd .. .. 1 1 .. .. . . .. . . . . 1 .. 1 3 .. .. 1 .. .. .. . . .. 1 1 .. . . 6 • European•. 1

(d) 8lkha . .. .. .. .. .. .. .. .. . . .. .. .. .. .. .. .. .. .. .. . . .. . . .. .. . . 1 .. (ll) lndlnn ObrlaUans . .. .. .. .. .. .. . . .. .. . . .. . . .. .. .. .. .. .. 1 1 . . .. . . .. . . . . 1 I

U> Other elnuca . .. .. .. .. .. .. . . . . 1 1 .. . . .. .. 1 .. .. .. .. .. . . .. . . .. . . . . 2 I

(g) Total .. .. 3 3 .. .. I I I 1 • 3 3 • I .. 1 .. • ___:_ . . . . • • .. . . •• IH

------------------1•08. GRAND TOTAL " 3 7 7 3 ' • ' • • 8 7 8 10 ., • • • 8 II I I 7 7 I .. •7:! " -------------- ------------------------------------------

2. Atctt"nl' Department-

1•01. BuropCADI .. .. 0 • • • 8 8 a 3 .. 1 a • 7 0 • 6 1 1 1 I • • .. I •• " 1·02. Indiana-

(G) BlDdUI . . .. .. ,, ' • • • • . . . . • • • • •I • • • g 8 • • 7 • 1 • '" • •

(b) lluatlme . . .. .. .. .. .. .. .. 1 .. . . .. .. .. .. . . .. . . . . • • . . .. . . . . 3 .. • 7

(c) Anlllo·Indbma and domiciled .. .. 1 3 .. . . 1 1 • 1 .. .. 0 8 1 1 1 1 1 1 . . .. 1 I .. . . ,. 17

H.uropoana, 1 1 1 1 • (d) Blkha .. .. .. .. .. . . .. .. .. 1 .. .. .. .. .. . . .. . . .. .. . . . . •

(e) Indian Ohrlatlana .. .. .. .. .. .. 1 .. . . .. 1 1 .. .. .. .. . . . . .. .. .. .. . . 1 . . . . • • (/) Other elute~ .. .. .. .. .. .. 1 1 .. .. .. .. .. . . 1 • • • .. .. .. .. . . .. . . . . • • (f) Total . .. .. • 8 • • • • • I 7 7 11 ,. '3 • • • 18 ,. • .. • 8 • • 'IIH 77

--------------------·---- ---u -,.- ----- ----- ----2·03. OLUID TOTAL .. .. ,. 13 8 7 13 IS • • 7 8 ,. 10 '10 II II lo 3 3 12 10 • 7 •ua "" -- ------·------------ ·-------- ------ ·--------

8. Bnf(Mniftg DtporimiRl-

8·01. RuropeaDI . 18 • • • .. 20 26 80 38 .. 26 10 18 .. 48 .. .. .. .. ., " 8 8 27 2< 6 • 8114 ...

8•02. Indlana-

(a) ntndua . . • • 11 10 • • ,. ,. • 3 12 12 .. 81 6 8 ,. 10 •• .. .. . . II ,. 1 2 100 IM

(6} Mu1Un11 . • 8 1 1 • • .. .. .. . . • • • • • • .. .. 8 8 2 • . . I . . . . 27 '" (o) Anglo-Indiana and clom.!dled • 2 7 7 1 1 .. .. • • • 2 8 • .. .. 1 1 • 7 .. . . .. . . 1 I •• "

li.uropeana. 1 1 1 1 • • .. • •

(c:l) Blkhl .. .. .. .. .. . . .. .. .. .. .. .. . . . . .. . . .. .. . . (•) Indian CbrlaU.1t11 • . . .. .. .. .. .. .. .. .. .. .. . . . . . . .. • • .. • • 2 .. . . 1 I .. 7 II

Ul OU1er clau" . .. .. 1 1 .. .. 1 • .. 1 .. . . • • 8 3 . . 1 . . .. .. .. .. . . 1 .. • IU . . (f) Total 11 11 20 10 7 7 16 ,. ' • 18 17 41 42 •• "" 15 :!II •• "' • • 12 '" B • 2:!1! !B7

. . . ---- ------ --ztlaz ~ ------ --- --.a --1·

3•03. liiU.tU• TOTAl. :!4 ~'0 "" (i.:J :.:; ~7 56 37 3.5 811 uo .. 06 .. 116 Ill 6 ' :!!I •• II II fJICJ {,:_,;,

. . '

•

.... .... "'

APPENDIX F-contd.

of GateUed Officers awl O.ificers of oorrespo11di11g ru11k employed on Class I Railways, R<liltvuy Board a11d other Ruilwuy Office$ State <111<1 J01/hpur Railways) 011 tM 31st March J[JJ.5 us <'ompaml ll'itli 31st Murc/, 19.14-contd.

(exclwli11g 11. E. /1, the Nitam's

A. lJ. u. :s:. .u. & :s. w. D., D • .t C. t. B'trk:W&, E. D. E. I .

ltfm.

1034. 1035. 1034. 193.:>. 193!. 1086. to:u. 1036. lOSt. 1!)3:.1. lOU. 1035. lUlU. llil.S,

- - - -- --,-- -- ----: • • • • • 7 8 0 10 II 12 13 " " -- -- - -- -- -- - -- -- --

4, TrGmp<!rloli..HI-

f.·Ol. 'tllropeinl 8 8 2.!S 24 12 1.2 •• •• 17 17 14 IS .. •• 4<02. lndlaos-

(G) Bln4ua • • IG 16 I I 7 7 .. .. II 12 IO " . . . (&) KlUIJII>I • 1 • • 7 • • • • .. .. • • 6 1 . . (~) An~lo-lndla.nt aod domletled 2 2 s s .. 1 1 1 2 • a • 8 •

Elll'Ope&nL 1 1 .. 1 1 .. .. .. .. 1 1

(4) ..... • . . .. .. .. C•) lndlaD Obrlstla1111 .. .. 1 1 .. .. 2 2 .. .. .. .. .1 1

tn Of.bcr Clool<o . . .. .. .. .. .. .. 2 2 • • .. l .. .. .. (f) Tolal • G . 20 28 a • 16 16 8 8 18 19 20 2\J

1---u 1---o~-..- •• fl40252632M 67 .. f,·08. 0R.UD TOTAL .. 16 -----· - ------- 1-

6.0-~

5'01. BI.UOpeans . 1 1 1 1 7 1

6•02, Jod1Au- • s (a) Hind~ . . .. .. .. .. • (6) Kaaltw • . . .. .. Includocl .. .. .. ..

under (t') Anglo-lndi&DI aod domlolltd .. .. Tran&· 1 1 Inoludcd nnll.,r Tr#lUIJWlfL1tlon, • •

BuropeAIUI. porta· (d) Slkhl . . . .. .. tlon. .. .. .. .. (e) Indian Oh.rtAU.na .. .. .. .. .. .. (f) Otbcr Ola.ue• • . . .. .. • .. .. .. .. (g) Total .

I~ .. .~ 1 7 7

' ' 6•03. OB.Al'I'D T61'.t.L • . I • • H ---- -----------

e , MWumtul BfS¢1Ulrl11g-

0·01. Knropeant . . . 1 1 •• .. 13 1< 28 27 21 20 16 16 38 •• 0·02, lnc1Jan&-

(a) Btndua . 2 2 • 5 .. .. 3 3 .. .. • 7 12 13

(t.) !tlmllme • . . 1 1 1 I .. .. .. 1 .. .. .. .. 2 3 '

(c) Anglo·lndJana antl domlriJed 1 1 .. .. .. .. .. .. 2 2 I 1 • 3

Enropeana. (d) Slkha • , . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. (t) Indian Cbtlatlant . . .. .. .. .. .. .. .. .. .. .. 2 I 1 1

(/) Ot.bl\r cw.ea . . .. .. 1 1 .. .. .. .. .. .. 1 .. .. .. (o) Ti~tal . . • • • 1 1 .. .. . ' 2 2 0 0 10 20

.1---u -..--.... --------G•Ol!,, O!~.lND TO'U.L 11 31 30 13 31 •• •• 2S~tti7M

0.1. ~.

---l03i. 1935.

-- -IG 17

-- --'47 ••

8 • • • •• •

.. . .

.. ..

.. 1

'16 18 .. .. 1-

11 " 9 10

.. 1

• • .. ..

1 1

.. .. 12 "

I~ 26

19 22

6 3

.. .. 1 1

.. .. 1 1

.. 1

It y, IY.Ill'd AI. d: S.lf. 8. \V, R. & JC, A. I. nnd Ml~- TO't.t.L. <:ollouu·out

f\n\cen,

103 •• 1113!1. 1934.. l98.S. lll.'U. 1113!1. U13i, 103.:'1. tO:H, l93S. 103i. 1U3:..

-- --· -- - - -- -- ---- ------18 10 20 21 22 .. .. .. -- -- i---- - -- -- - --

10 ,. 28 .. • 2 10 It

• • 17 12 .. .. 11 " .. .. 8 • I I I 1

• • • • .. .. • • • • 3 ' .. .. .. .. 1 1 1 1 .. .. .. .. 1 1 .. .. .. .. .. ..

IS u •• .. 1 I 17 18

•• at 60 " ..... • 27 •• • •

• • .. .. IncludNluntJer Tran~portatlon • .. ..

.. ..

.. ..

.. .. • 6

1""10 I~ -----·-

22 21 •• .. • • 16 16

1 • • G .. .. 6 • .. .. 2 3 .. .. .. .. .. .. .. 1 .. .. .. .. .. .. I 1 .. .. .. .. .. .. 1 2 .. .. .. ..

1 1 .. .. .. .. .. ..

•• ·~ 28

• • ·~5

I • 01

• • • • • 2 ••• .. .. 8

.. .. • .. .. • • • 'I .. 1---

11 II 4&1 -.. .. •• .. .. 17

.. .. ..

.. .. 7

.. .. ..

.. .. I

.. .. ..

.. .. 26 -- -- .. • 8 '"

.. .. •• .. .. 0

.. .. 9

.. .. I

.. I • .. .. s

20

. .. "' • • ••

9

• 10

19& ... • • 1 0

1

7

..

.. ' 8

"' --

• • • • 5

0

• 1

tl

3

7 6 2 s 8 12 • • •• & 5 • • 1 (ltJ 13 -----1--=-------1- --------•• 28 2.~~-~· till 60 2 !! 111 1 .¥1 • 4 :J:.!J ::~:.::.:

1 • • • • 0 • . - -- --

-- -- -- - -- -- -- -- --'· 8tor11 Dllpllrtflf~'lll-

'1•01. European• . 1 1 6 6 1 2 G 6 2 2 2

7'02, Indlau'-

(o) li'lndtll .. .. 1 1 .. .. 2 2 I .. 2

(b) M 011lltw1 • .. .. .. .. .. .. .. .. .. .. .. (t) .t:rur1o-lodlana Ahd domJdled .. .. 2 2 .. .. .. .. 1 1 2

EuropeAill.

(d) lll•h• . .. .. .. .. .. .. .. .. .. .. .. (e:) lndlan CbrbUau .. .. .. .. .. .. .. .. .. .. .. \/) Other Cluut .. .. .. .. .. .. .. .. .. .. ..

• (II) Tot•l .. .. 3 3 .. .. 2 2 • I •

--- --------1---------7•08, 0RAMb TOTAL , 1 1 8 8 1 2 8 8 • 8 0

-- - - - - --1---------1!1. Ot~r Dlptlrlwt~~nl•-

8•01. Buropeant 7 7 16 II 3 a 12 12 7 • 1

8.02. lndlllM-

(11) !IJodUI • • • 3 .. .. 3 • .. .. • (~) ll111Uma , .. .. .. .. .. .. 1 1 .. .. .. (t) .An~z:lo-Indlau IDd domldll!d 2 • .. 1 .. .. .. .. 1 1 1

Kuropeaut,

(cl) 8ltl>l . . .. .. .. .. .. .. - .. .. .. .. (f) Indian Chrl•tlalll . .. .. .. .. .. .. .. .. .. .. .. <n OthorCI111oo . .. .. .. .. .. .. 3 8 .. .. .. (') Total . 7 7 8 • .. .. 7 7 I 1 •

--1---1---------8'08, ORAKV tOT.t.L • . . . " .. 18 18 3 8 10 10 8 7 •

----- -- --1-- --- ----•• Tot4t-

0<01. Bnrop .. •n• . . •• 36 126 110 00 01 123 110 82 78 •• lit·O:i:, IndJt~na-

(o) HlndtU . . . " 16 •• <I 7 7 •• •• • • •• (b) lfullma • . . • • 7 0 • • • • .. .. 0

(to) AnltlO· lndl•n• and domiciled 7 7 u 11 • • 2 2 10 0 ll

llttfOJ>flll\1,

<•I 8l'bJ 1 I • • .. .. I 1 .. .. 2

(•) Iadlan Ohtldlan• . .. .. I 1 .. .. • • .. .. • <n Other Ciano.- . .. .. 2 2 .. .. 1 8 7 8 1

(I) ,..,,, . . ,. 28 <Ill ... 13 u •• •• •• .. •• 1----- - --1- ---

P·Oft. OIUI'ttl YO'hl. 07 •• 19!1 lUI 72 . .. lil 171 10:! .,. t'l1

-- --- -- ------ ---- --· --- --·

l\•04. 1lt11UJ 'l't11a1lucln•llnlt 14f11tl 1111 lntm ttorll ., •• '"' lUI j~ 1't. 171

171 I 103 100 l2V

tl~ tnt.lll\n AUdit and AN'ounta Storti<'~! (llo-p"'"rnent).

•

-- -- -- -- -- --1- - --3 7 7 • 6 • • 1 • 2 • 3 .. .. • .. s ·I

.. .. .. 2 • .. .. .. 1

2 • • .. 1 .. .. .. .. .. 1 I .. .. .. .. .. .. .. .. .. .. - .. .. .. .. .. .. .. .. .. 1 1 .. .. • G G 2 8 3 a 8 •

----------- - --1-

7 13 IS 7 A 8 • 10 IG

-- ------ ----------

1 28 28 • • 11 II 2 2

• 12 12 • • 2 2 2 2

.. • 2 .. .. .. .. I 2

.. • 7 I I .. .. 1 1

.. I I .. .. .. .. I I

.. .. .. I 1 I • .. ..

.. .. .. I 1 .. .. .. .. • 20 22 7 7 • • • •

--1- - ----- --1---• .. II() 12 12 16 16 7 8

- - ----- --67 17< ••• 1" 160 •• 01 130 138

.. 78 .. ... •• 07 30 .. 74

• u 17 II 12 .. .. '' .. 0 .. 37 •• 10 0 • u 18

2 8 • .. .. 2 2 10 II

2 I t 1 • • • • • .. 2 2 • 8 6 • .. .. •• ... ... ... ,. .. •• "' 132

--1---- ~ 1-- --Hll 3117 :113 :.:r·.• ~:.:.'· 1!\U 1t111 ~~~1 2:fir·

- -- -- - - -- ~--- --- -- ·-l:.:t "' "" '.!110 :t'.!'- PHI 1:w :t;:: :.!:'IJ

--.. .. .. .. .. .. .. ..

--..

1-

I

..

..

..

..

..

..

.. --

I

-10

2

• .. .. .. .. • -

10

--1.'.

-- --.. 3

.. 1

.. ..

.. •

.. ..

.. ..

.. ..

.. 8

--1-.. • ----

I • .. 2

.. ..

.. ..

.. ..

.. ..

.. ..

.. • - 1-I 7

----10 70

2 .. • I

.. •

.. ..

.. I

.. .. • r.n

" 12"

- -- --1-

• .. .. 1 .. ..

.. .. .. 2 .. ..

.. .. ..

.. .. ..

.. .. .. 3 .. ..

------7 .. ..

------

• 10 ••

3 7 0

.. I I

.. • 2

.. .. ..

.. I' I

.. .. .. • II II

---- --8 31 •• - -----

•• •• •• 60 10 17

• • • • • •

.. .. .. 2 t• 2

.. I' .. •• " •• - ---

1!'1:! n:.: M

II

II

• 10

1

.. I

28

•• IG

s 10

1

uo

--72 76

--

110

.. •

1C

• •• ••

78

-100

--I,Ue

418•

•• 1::4•

21

l,ll)• ... ·mx•

--,, .. :.1!·

I 16

• I

• 0

' • • '

71

--101

1,131

<07

• • .. . 1!:!

" :u

710

-·--1,'171

-- -- --·- -- - -

" I:!'J ,,:.: ~:l .. 1,~; .. I,~·, l

.·

APPENDIX F-contd. .... .... CX>

I -Stalemelll oj Gazeltcd Ojjicers a11d Officers of corresponding rank employed 1m Class I Railways, Railu:ay Board and other Railtwy Offices (e.rcluding ll. E. ll. tlw • State and Jodl1pur Railways) on tile 31st March 1935 us compared !llilll 31st March 1934-concld.

N1wm'a

A, D, B. II. B.&N.W. Jtom,

D., D. tl 0.1. BUHUA, B, D.

103f. 1036. Ilil34. 1035, 1934. 1035, lOSf, 1935. lliiS.f.. 1035. 19!4. 1035. - - -- --- -- ---- -- f.-- -- --1--I 2 3 • 5 • 7 8 • 10 11 12 13

- -- - - 1- -- -- ---- -- --1--,ltu:~t.,~( +) atld Dumut(-.

1&01. Eurtt"CGDI .. 00 -:I 00 -· 00 +2 00 -· 00 -· 00 +1

1&02. JodJant-

(G) Blndut .. 00 00 -1 .. .. 00 +2 .. ,oo .. +S

{6) lluaUo..t • 0 00 .. .. +2 00 00 .. +• 00 00 .. .. (e) Anllo-lndiAnl

Bu1opeant aod domldled .. 00 .. +3 .. +1 00 .. .. -1 .. -·

(d) 81klul 0 .. .. .. .. .. 00 .. 00 .. .. .. 00

(t) Jndl~n (.'hriiiUaDJ .. 00 00 .. .. .. 00 -I .. 00 .. -1

U> Other Clau.- 00 00 .. 00 .. 00 .. H .. +1 00 -I

(f) Totaa .. 00 .. H .. +I .. +• 00 .. .. -1

-------------------------10•03, OUNU TOT.U. .. -· .. -2 .. +3 .. .. .. -· .. ..

' ------ ------------ ---- --

Pnetnl41tl tJ/ 2"<Jt11l-

lt•Ol. EtlrOIJ(•AUII 0 68'2 66·3 64·8 62·3 81·0 ol-3 71·9 G9·6 80·4 7\H) 46·3 4';.]

11•02, lndla.ua-.

(u) Hindu• • • 0 22•4 28•4 21•8 21·6 o-? 0•3 H:l-7 l'H) 2·0 3>1 34-7 SN>.

(b) lltueflmo • 0 7o5 7·8 3·0 H H 6·4 I• 2·9 00 00 ••• 6·0

(e) An~tlo-Indfa.ns Huropcan•.

nnd domiciled 10·4 lO·D 7·3 8·9 2·H •·• 1·2 1-2 0·8 0·2 9-1 N

(d) •lklul . 0 J.6 1-0 1•6 1-1 00 .. 6·0 o·o .. .. 1·7 1·7

(f) Ipdlo.n Chrlathua 0 0 . .. .. 0•5 o-6 .. .. 1·8 1-1 .. .. 2·6 1•6

(f) Other Clnuu 0 0 00 00 1-0 1-0 .. .. H 4'7 6·9 8·1 I 0•8 ..

B. I. 0. I. P, )!. &. 8.11. II. W.

19Sf. 193!'>. 1{134. I OM. lliiS4. 1035. 193 ... 1035. -- -- - --- --- --14 15 16 17 18 19 20 21

--t-- -- -- -- --1-- --

00 -· 00 +5 00 -5 00 -:I

00 +6 .. +1 .. +S .. -· 00 "3 00 +I .. .. .. +0

00 +S .. +1 .. -1 .. -1

.. .. 00 00 ... .. .. +1

.. .. .. +2 .. H 00 +t

.. .. .. +2 00 -II 00 .. 00 +II .. +7 .. H .. +1

------- - -----00 +0 . . +12 00 00 .. -2

--- - - --------

60•7 G.ScO 118·1" 66•7 80·1 tHi·S 60·9 50•2

26-4 26·6 16·4· 16•0 19-4 21·6 SO•O 27•9

<-6 ••• 5·2• 6•3 .. .. 8·2 10·0

11•1 ll·A 4·2· ... 4-3 3·0 6•2 H

1-0 '1•0 .. .. ,.. N s·s H

0·6 0•0 3-3 ••• 2•2 s-o 1•9 2-3

0·6 0·7 2-8 3•0 8-6 ••• .. ..

ltly. lloiU'd R. & K. s. J, and M18-

TotAL, ('('llfi!V!OUJ otnrtts,

103f. 1035. 1934. 1035. 103!. 193&. 103f. lliiS6,

-- -- -- --1- -- -- --22 •• •• .. •• -- --e.-- ~ -.. 00 00

_. ..

.. .. .. . +6 ..

.. .. 00 +1 ..

.. .. 00 .. ..

.. .. .. .. ..

.. .. .. +1 ..

.. 00 .. .. ..

.. .. .. +7 00

- --------.. .. .. +3 . . ----------

61\>7 (1(1-1 67•0 fl2•Jl GI•S

UNJ 13·3 ..... !l?·O l(jol

20·0 20·0 0>8 l•S 0•7

.. .. 7·0 0·8 0·7

.. 00 .. .. ..

.. .. •·• 1-6 l·O•

.. .. .. .. Nl'

27 .. -- --

+I ..

+7 .. -1 .. -1 .. .. .. +I .. -I -+5 ..

----+• . .

----

GNI 112-2

""'0 2~Hi

H H

7-S 0•7

.. Jol

S·O H

.. H

••

-25

+JG

+U

+S

+I

+0

·• H • +I tl =

00•

!?S·

G•

•• 7

I·

I· • I•

:.-;::: ::: :.­..-. 11l

"l 0 :::

. .

II .• Statcme"' of S11boalinates, drawing Rs. 250 P"" mensem and QVI!1" or <m scales 'of pap rifling toRs. 250 per menum and ()fer employed im Class I Railu·ays, llailtwy Board and othe1 IWilway Offic.'s (excluding H. E. H. the Nizam's State and Jodhpur Railways) on 31st March 1935 as compared with 31st March 1934.

I I I I j I

Item,

1: Af1tntV DIPtU'trrutnl-

1•01, BoropeAnll •

1•02, Indfana-

1

(o) Bludu• •

(l.l) M'Ullllma (o) Anglo-Indian• And domlclled Ruropef'n!l

(d) Slkhl •

(•) Indian Cbri•U•n•

(/) Other clAdo!

(,)Total

1•08, OllAl'f'D 'rO'I'AL

t, A :eounl• IJIJII.Uimf,.t-

2·01, lturopeau •

I•Oi!:. ladiAill-

(o) Bhu1ua •

(6) Mullhut

(o) Aoalo-Itldlalll an4 domltllod Eutopt'an•

(4') Slltht •

(f) ludl1n ChrlttiiiOI

en Otbtr clauet

(II') Tot•l •

,.os. onuv 'l'O'l'.U. •

8'• 'Bfff(fWiri~tf Drporl....,_

1•01. Buro~u •

a·ot. lndt•u-(.a) Bludul

(6) llUJllllll

(o) Analo-ladlana aod dolllldlrd

(•l Slkho

(I) tndlan Cbrbli•DI

(f) Ot.Mr et.U~tl

(I) Tntt.l

S•t)$, OUNb tOTAL •

A.D. B, N. D, &: N, W. B. D. & 0. k, Bt1BJU .. E, B. E. I, o.l. r. M.&S.M. " N.W. n.! K, 8. I.

193t. 19a5. 1934. 1935. t93f. 1935. tOSf, 1935. 1934. 1085. 19Sf. 1935, 1034. 1995. 1034. 1035. 10~. 1095. 19M. 1035. 103.. 103~. 1034. toSG. tOSC. JOSC..

-----. --------------;--1---1--1·------•

1

22 28 20 2'1 8 • G o 7 8 o to 11 12 ts t• 16 16 11 18 10 ~ 21

---------------1-----1--1--1--1-----

1 • " 1

1 I

2

•

10

4

• 2

8

1

• 1

2

1

1

• 1

2

1

1

1 1

10 11

• 8 11

1

2

s I

• 8 3 •

8

I

1

1

6

• • I

I

I

2

8 8

6

66

6

16

7

0

00

0

" I

8

6

2 2 7 7 2 2 28 28 10 9 10 11 g 18 8 7 • 4 8 11 1 1 .. 4 88 0.£

--.- --;- 7 7 2 ···· 2 28 23 n 1--"'9 11 12 10 10 10 --.- • • o II --~- 1 • • --.,- --too ----------- --------------- ------------------

43

8

•• • •

21

20

6

2

e

• • • I

s

•• 12

2

7

3

•• I

IS

I

8 •••

0

8

• 7

l

2

27

1

s 1

•• 8

0

67

7

I~

7

•• 6

10

1 1

.. ..

• 18

10

l

• •

ID

10

l

• 6

6 7

II II

•• 18

• • I

61

10

2

10

l

I

10

I

D

10

I

3

... 02

10.

14

10

12

IK

• •• •• .6

12

8

16

, , , • 00 41 U 16 47 48 18 11 U 32 76 70 IJG 80 18 10 78 8~ •. • • :28 2lt 4U2 BOA

-.-.---.. -~~~~~~~~~~~~~~~~~~-.-.. ---.-.-~~-~~

11

a 6

•

II

• • •

----------------------------------- --~----

• 68

• •• • •

• •• •

!!·

• •

• •

IS

1

6

' i6

I

II

66

u

• • 7

• •• 10

8 I

8

1

•• •

30

• •

1

2S

• so

• •

80

• 16

1

l

• •• 8G 106

I D 17 100

1 •

I

80 26

106 68

e u 106 64

• • • 13

.. ,64

10

.I

7

II

10

21

II

•• .. •••

18

101

01

60

• •

I

I • l

9

17

2

13

8

• 0

1

10

3 ·~· ••

104

... 110

36i

68

u • -~ •• 11 2 1 j a 2 • • • • • • 46

•'.'77 1--.~::.•:.:71+..:1:."4-'::·~ 46 '242 2!12: f :1 :'6 ~ .. : --f--·~ ,, 'J,IA!~ I IJM

,,. u --;~~~ -~~ a -- --- , • 38 'l.'ol!ll~ 1,11.10

,.

APPENDIX F-contd.

II -StaU!melll of Subordinates, drawing Re. 2$0 per mensem and over M on scales of pay rising lo Rs. 250 per mcnscm a11d over rmploycd on Class I Railways liailway Bo"rd nnd ' other Railway O.ffica (euludi11g H. E. H. the Nizam's Stole and Jodhpur Railways) on 31sl lllarch 1935 as compmed with 31sllllarch 1934--<Jontd.

A.. B. B. II. B. & N. W, B. B. &C,I. lHTlUU. J-:, B.

Jl.,m,

193f. 1085. 1934., 1035. 1034. 1035. 1034. HIS$. lOSf.. 1035, 1934. 103.1,

- -- - - -- --t-t- -- - -- --1 2 8 • • 6 7 8 g 10 11 12 18

- -- - -- - -- -- -- -- -- -- -• • 2'1111 gp«tation-

•-o1. 'Baropeau • . l .. 20 1Q a 8 80 28 • 8 18 18

4 02. JodJau-

(o:) Blndu.J 7 8 40 841 • • 100 lOG '11 11 f.ll 110

(b) lfaJIJJDI . . .. .. 8 10 1 1 8 8 2 1 t 1

(c) Ao;:IO"'IDdl.lnaand domlc:lled Buropt~ra " 12 •• 57 IG .. •• 37 '67 80 6C 40

(oil 8Jkha . . .. .. 1 • .. .. .. .. .. .. • • (f) Ind.Jan Chrlttlan• . . . . . .. • 3 .. .. 18 17 .. • .. 1 1

(/) Other clulel . 1 1 .. .. .. .. 88 •o 0 18 18 .. 1

(g) Tot•l . . 21 10 02 ... 20 21 211 .. , •oe gg 88 84 --·-- ---------4•08. OU.JJD TOT.lL . . 22 1Q 112 161 28 24 2ft 2s• •Jot 102 to• too ---- - ---·-------

~. Commmi«l-

6·01. Buropeam . . .. .. .. .. 6•02, l'D411DI-

(a) BJndu• . . 8 8 .. .. (6) lllUIJ.,. . . .. .. lnelud· 1 I

ed undt~r (c) A.ngto-Indt&DJand domtelled Buropeana .. .. Tran1¥ .. .. Ineluded under 'l'ran•portatlon.

poriA• (ol) 81kha . . . .. .. tton. .. .. ld Indian Chrlltlam~ .. .. .. ..

(f) Otborcr..,,. . .. .. .. .. (I) Total • . s 8 1 1 ---- ----

8•021, GRJ.JJD TOTU . . 8 3 I 1 --------& JI..AonlaiiBnt(Mirin,_ ----------------6•01. Europeatul • .. . . 10 11 128 110 11 8 80 70 20 18 •• u 1N12. lndlau-

(o) Blndu . . . 2 • 12 16 .. .. 48 02 11 11 27 20 (b) Ma•Hm• . . 1 I • 4 .. .. 8 7 1 1 8 3 (c) Analo·lndlan• •nd domi<'Utd Uuropcant 12 12 218 247 14 " 286 240 114 100 00 88 (d) 81khll .. .. 7 6 .. .. 2 2 • 4 .. .. (e) ltldlau Olulattan• . I .. 2 • .. .. 7 7 2 2 1 1 (f) Otbete:lu&et . . . • 2 9 5 .. .. S7 87 It 11 8 2

<v) TolaJ . 1~ 18 246 ... Jl H ,,. '" us '" 124 J:1S -;:a --;a au I....-•• - -i"UO l-u.7 6•QIL Ott.lltl! 1'o1'Jt.t. 800 .,. m ••• ,.. ..... ~~

II. I. 0. I, P.

11:134. 1035, lQU. 10'35. - - -- --" 10 16 17 - - -- -

110 •• 1110 no

•• 68 81 a• 7 8 13 13

167 180 "0 . .. 1 • 1 .. 8 • 68 02

2 1 •• •• 2Sf 203 618 007 -- ....,.... 324 I~ 708

1-

1 l 11 0

u ,. 27 28

4 1 4 8

0 G • 10

.. .. .. .. - .. • 10

.. .. .. .. 87 21 40 61 --1""2. --38 82 •• ------ --

276 210 53 ••

118 127 26 26

If 18 2 2

888 605 100 102

• 7 • 2

2 2 13 11

2 • 8 • 083 "" "' "' • •• 003 207 •••

H • .t 8. It, N.w. 11, .t K.

103f. un. lf~St, lOS&, l03t. tlll35. -- -- r-- I-- -- --18 lQ 20 21 2% 28 - - - -- - --.. .. 127 107 1 ..

8 a •• u .. .. .. .. •• 88 .. .. 80 80 tiS 110 0 6

.. .. •• 11 .. ..

.. .. 8 0 .. ..

.. .. 10 18 .. .. •• •• •tos 210 e e - ----•• sa •820 ... 8 6 -

6 0

lB 18

Inelud~ 6 • :tnrlud· ed under td nndn Trau· 4 1 T.OlUI· ~rta-t.loo, 0 6

........ tlou..

.. ..

. . .. 28 •• - --sa 80

8. '·

1034. Hl35,

-- --•• 2$

- --8 •

ta 12

1 1

•a 10

.. ..

.. ..

.. -81 •• ~ --68 " .. . .

• 7

.. ..

.. ..

.. ..

.. -.. .. 4 7

4 7

TOT.U.,

UI!U,

--2G

-...

•426

61

•ots •I•

•8e

••a •1,648

•2,0'110

10

71

" ••

0

0

.. 122

141

108&, -27

-•o• <eo 74 .,. .. 81

11 a 8

7

1,72

2,\S

1 1

0 • 8

.. ' 1

I

I

• 6

0

OS

•• ----- - - - - -----60 •• 107 116 • • ' 66 06 ' .. .. 60 Ol ..

101 101 ••• 207 8

.. 1 81 86 .. 1 .. " 10 .. • • • 7 .. • , .. , .. • •• H!o •4

100 101 GOO ... ••

• 20 •• .. •• 38

. . I 1

s I1G ll1

- .. -.. 4 0

.. .. .. • 100 "" 7 U'O 118

867

842

08

1/170

•• 68

•:s •.:.',8tl{l

"'IJ,2.f3

7 08

•• 7

• 1,81

•

8

0

8

110

' • • !!,t.~·

3,!!:1'1

.. ~ 10 12 18

• . • 4 7 8 9 11

----. -- -- - - - -- -- -- --7, Sttr~t• D"JUU"l~Pit-

7•01. Europoahl • . . • . . .. .. .. .. .. .. 2 2 .. .. .. .. 7•02, lndlall.f-

(a) BJodua . . . . 1 1 8 8 .. .. 8 8 8 3 0 11

(b) Moallm1 . . . . .. .. .. .. .. .. l 1 .. .. .. .. (o) A.oa;lo-Iodl"n' and domlcllcd European• I I II ll I .. .. .. .. .. • 2

(d) Blkhl . . . . .. .. .. .. .. .. .. .. .. .. .. .. (o) ll>dlan ObtlaUaos . • • .. .. 2 2 .. .. 8 2 .. .. .. .. <n Otber elaut11 . . .. .. .. .. .. .. 1 1 .. .. .. .. <•> Total . . • . . 2 2 21 21 1 .. 18 12 3 • 18 IS

-- -- - - - ------- - ----7•03, GRAND TO'h.L • . . 2 2 21 21 1 .. 16 u s 3 13 13

- --- - - - - - --------\

e,O<.WD.,.,....u-8•01, :JtUOPe&DI , . . • • u •• 2 2 18 ll .. .. 1 .. 8•0Z, Iodlal'll-

(a) Blodu1 . 0 • •• 87 ' • 8C 8C ••• 21 II II

(6) MuoUmJ . .. .. 1 1 .. .. 1 I • 8 2 "

(c) Analo--Iodlaot a.nd d.omldlrtl Ruropcaul 4 • 48 •• 8 8 16 17 ., 3 • 3

(~) Slkbl . .. .. 3 • .. .. .. .. • • .. .. (0) IDdlaQ (lb.rlatii.Ds .. .. .. .. .. .. 3 • '7 • .. .. (f) Other e!I&Uet . .. .. a 3 .. .. • • '7 6 .. .. (f) Total u " 84 80 12 12 68 64 ... .. 16 16

--- -- - - - --- -------8•011. On AND TO!lL . . 20 10 114 115 14 " 74 •• '"' •• 17 16

--- - --- - --- - - - -

o. .RGUWtt B1>4r4 '"" olr.tr RaUwtl' oJ'uu-u-ot, Europeana , .. .. .. .. .. .. .. .. .. .. .. .. v•o!, tndlau- .. .. .. .. .. .. .. .. .. .. .. ..

(CI) filb!IUI . .. .. .. .. .. .. .. .. .. .. .. .. Cltl Uwtlml .. .. .. .. .. .. .. .. .. .. .. .. {c) Aoahrtndlana and ~tomh·ll~l Rurnpean• .. .. .. .. .. .. .. .. .. .. .. .. (4) l'lld~ . .. .. .. .. .. .. .. .. .. .. .. ..

(•) Indhu1 ClulttJatll .. .. .. .. .. .. .. .. .. .. .. .. (/I Othrr ~IILIAH . .. .. .. .. .. .. .. .. .. .. .. ..

(f) Tat.al . . --- - --1-- - --- ------9•0,, 0 ... 11'~ 'rOtU . . . .. .. .. .. .. .. .. .. .. .. .. ..

•

u 1& 10 17 18 10

- -- - - -- --

3 4 3 3 1 l

10 17 ' ' 1 I

• • .. .. .. .. 26 u 2 .. 8 8

.. .. .. .. - ..

.. .. .. 1 .. ..

.. .. s 3 .. .. 48 " 9 8 ' •

--- ----- --Gl •• 12 11 • •

--- ·--- ----

•• 33 1 1 2 2

72 78 0 8 16 16

• 1 .. .. .. .. 71 .. G G 14 ll

2 1 .. .. .. .. 1 • I 1 • 2

1 1 II 10 .. .. 106 112 20 24 81 31

----- --- -21-l 20$ 27 •• 33 s:t

--- ----- --

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. ..

.. .. .. .. .. . . - -- ---------

.. - .. .. .. ..

'" 21 '2 Ia

-- -- --- --•• 7 .. ..

•to 10 .. .. •a 0 - .. 7 0 .. ..

•• • .. .. 1 1 .. .. 2 1 .. ..

••• .. .. .. -- ------

•GO •• .. .. --------

• 3 .. ..

8 0 .. .. • a .. .. • 7 I I

2 2 .. .. 9 a .. ..

.. .. .. .. •• 27 1 I

- ------20 30 I I

----· - -'

.. .. .. ..

.. .. .. ..

.. .. .. ..

.. .. .. ..

.. .. .. ..

.. .. .. ..

.. .. .. ..

.. .. .. .. --------

.. - .. ..

.. •• -- --l 1

2 9

.. .. 1 I

.. ..

.. ..

.. .. 8 3

-• • ----

1 I

8 3

I I

8 3

.. .. 2 • I I

10 10

- --II II

----

.. ..

.. ..

.. ..

.. ..

.. ..

.. ..

.. ..

.. .. -- ---

.. ..

16

--· •1s

.. , '18

88

•• • 4

•tt~O

'117

---

118

'227

22

•Hill

12

'ID

•no '4112

-•rno

--

I

••a• 0 27

'21

·~ .,, ·~

• lt14

---·~o:t

17

I •

'' IS

61

• 0

10 • 3

-17

0 • 2\: 0

• '" 7

II

I

3

'"

• 0

• --·-

"" 0

~-~·

I

ua

" " 1:1 ,, I

214

-:u~

Af:f~N:p~X F-co,ncld.

II.-·.Stalcmcnl cif Subordi•wifs, drau·ing Rs. 250 per men,'em and O\'~T or on scales of pay ri~ng toRs. 260 per mefiS<~ ~nd over employed 071 Cklss I Railways, Railway Board and other Railway Offices (excludmg H. E. H. the N.za"! s Stale a11d JodhJYUr Rmltl'ays) 011 31st JJlarch J93iJ as comparrd with 31st lllarch 1934-concld

A.B. D. !I. B . .t I'· W. D. II. ol: C. I. B'011lfA, E., B. R.I. 0. I. P. 111 • .t 8.111. N.W. n.&n. B. I. TOUt..

I~m.

1034. 10:::5. 10M. 10 35. lO:W. 1035. 1034. 1085. IDs.&. JOSS. lOU. 10$, 103-4. toss. l(IS4. lOSS. 1034. 1035. 1934.. U35. HIS4. 1036. 1DS4. tOM. lOSt. 1096,

~ -- ---- ---- -- --- r-- -- - -- ---- r--- -- -- -----I---

1 2 3 • 6 & 7 8 • 10 11 12 1S H 16 ,. 17 18 10 ·20 21 22 2$ •• 26 •• 27

-- - 1--- -- ---- -- --r--- -- -- -- --r- - ----t-- --- ---10. 2'11141-

lO•OJ, HurOJ>tlliUI 17 17 181 liO 16 ,. 139 ,..

25 .. •• •• .77 SiS ••• 232 08 .. 333 ... 7 • •• 37 l,fUS t,ses . . . .. 10·02. IndiAns-

(a) lllndll.l .. .. 201 ••• ,. 21 800 SOl 90 82 ,.. 157 468 m 225 . .. ., .. 837 855 2 1 90 83 •2,0&1 t,US . . . (6) MruUm• • • ,. 20 0 7 •• •• 10 8 9 7 .3 •• 8 • 83 lSI 193 1 • • a •sM SDl . . . - -(11) Anglo-IndlaDJ aod domlclled Europea01 88 36 30$ ••• 68 •• 817 319 ... 220 160 102 021 1,013 ... ... 184 , .. ••• 31>6 10 11 ••• 148 '3,486 S,G78

(4) 81khl 2 2 16 17 1 1 • 3 IS 11 4 8 17 •• 10 10 - 1 .. 100 .. .. .. .. 171 181

(*') IDdlan ChrlltJaoa l .. 12 11 1 1 •• 40 " 12 3 • 7 • 100 93 • 3 •• 31 .. .. 10 10 . ... liS

en Other el!Wet • 8 • 8 .. .. llO 120 40 30 3 3 • 6 '17 70 6 • 33 •• .. • .. 1 1 .... ••• . (g) Total 82 78 ... 671 •• 89 817 810 392 872 330 336 1,461 1,569 1,061 1,088 ... . .. 1,018 1,104 'IS " ••• 252 '6,027 8,800 . -- --· --- --- --~ - ---- -

10•03. OB~lfJ! I'~!~L . 90 OS 839 ••I 10~ 103 ••• ... ·~7 ... 303 39~ l,OSS 1,042 1,81~ 1,l!70 SIS 300 1,331 1,85$ ... 19 306 289 •8,246 8,108 . !---f-·-------- --1---- - --- 1- ---

11, lrk:rHif + Dll:'l't<Wt-

11•01. 'Ruropeans " " " -11 " -· "

-16 " -s .. -7 .. -104 .. -20 .. _. .. -70 . . -· .. -2 .. -260

11•02. Indlsna-

(a) Blndu.e . . " " " H .. +1 .. +1 .. -8 " +16 .. +" .. - " H " +tS .. -1 .. -· " +•o

(b) Muslims . . " .. .. +1 .. -2 .. +1 .. -· .. -· .. -· .. -2 - " .. +12 - +1 .. _, .. +2

(e) Anglo--lndlam and domlclled Europea.Dll .. -s .. +11 .. +1 " +2 .. -5 .. -7 .. +D2 .. -12 - -· .. +" .. +1 .. -11 .. +112

(d) 81khl . . .. .. .. +1 .. .. .. ~t ... -· .. -1 .. +8 .. .. - +t .. +S - - .. . . .. +tO

(~) In<ltao Cbrl.sttan~ . .. -1 .. -1 .. " .. -2 .. -· .. .. .. +2 .. -7 - -1 .. +B .. .. .. .. .. -4

(f) other claasce . .. .. .. +2 .. .. .. +I .. -1 .. .. .. +I .. -2 .. -· .. _. .. . . .. . . . . -· (g) Total . .. -· .. +•• .. .. .. +• .. -20

~-~ .. +lOS .. -23 ~

.. .. +86 .. +1 .. -14 .. +t'13 -U•os. o~~J!» TOTA~ . . .. ...... .. +11 .. -· .. -14

' .. -23 .. -· .. +• .. -·· .. -· .. +7 . . -1 .. -10 .. -77

t ------t-- - 1------ -----fl, P~tU'Nttqe ;,ftota.l- - --

12·01. Earopeana . . 17-2 17·9 21·8 .20•2 16•2 13·0 14·5 13·1 6•0 6-6 16•0 14·3 24·8 19·2 '19•2 18•3 21·7 20•7 24-6 18•7 86·0 26·3 12·A. 12'8 10•8 16•8

12•02. Indiana-

(«) Blndna 34·4 85·8 24·2 24·0 lO<l 20·4 31•4 82·0 21·6 20·8 36•1 40·2 28·6 24·8 17·1 17-7 16•3 17·8 24•9 26•1 10•0 H 20·6 So-< 25•3 26·2

(6) MusUma 4-1 4•2 2•8 ••• 8•R 6·8 8-7 8•8 ••• 2•0 2•8 1•8 2•7 2-5 2-7 2•0 " .. 18-4 14•2 6.0 10•6 ,., 1-7 .., •·s •

(t) Apgl()oolndlana and domtcllod Europeana 40•3 86·8 47·0 48·3 65·2 57·2 38·2 33·9 54-0 65•8 43·0 41·4 47·5 62·2 46•8 47·4 58•8 68•0 26·1 20•2 50·0 5'1·0 62·8 51·2 42·0 CS·S . (d) 81khl . . 2·0 2-1 1-0 2·0 ,.. 1·0 o·• 0·3 S•l 2•8 1•0 0·8 0·0 1-0 0•8 0•8 .. o·s 6•8 7-4 " .. .. .. 2-1 2:•2

(t) lndlo.n Cbrlatlana , .. .. 1•5 1•8 1•0 1·0 ,., 4•2 ••• 8·1 0·8 0·7 0•4 ... 7-6 7•3 1'8 1•0 H 2·3 .. . . N •·• .., 2•7

(/) Othtll ~tutC~t . . . ,.. 8;2 o-7 '

0:9 .. " a·• 12•7 9;8 o:o ~·B 0·8 0•3 0•8 ••• ••• 1•9 1•8 ••• ... .. .. ~·S ~· .. 8•6 8·6

< ~· ~ -----·--· ··-· -- - ·- . . - ~ ~. ,_, ..

MP. G.] 128

APPENDIX G.

Statement slunoing the number of appointments created and o:acancies whid• occurred afiiOflg o.fficer6

of Gazetttd ratJ.i;

on State Railwa!JB and of cmresponding ~ank on Companies' Railtcays (Cla.ss I) ezcluding H. E. B.the •'"i.--am'• State and Jodhpur Rail teays, and lunc they were filled during 1934..J5.

"'"" "' "' "f " c. -·-~ • 0 = "li YIELLD BY t., • t: ~ a E-E3 iS = ~ i1 a :;a a: g

.8 a ~ • ~

~~~ .= • ~ bDU.n. 0 • • .!! ;; '"= Q;a s :2 0 ! • i! i:ea =.: " E~ "'b ~~f ~~

., !:i • Department&. 8.~ a

B :i; li ~~ 5 ... "·e 0.~ -.~

-~ .,

"' i o,. •• Oo ... • •• 0 .

i e.::: ~

~J ~~~ ,: o.- •.= ~ ~

.~ .- -:: ·-,_:!:o...; ·~ .~ ~ a ·~ > ~

~'tl. "' •• -.!! -· -· & ~ :;e! 'il '0 Q.! ~ "0~ •; "li "5 . ., "5 ~ e.sz~ = ~ "' ; i 3 j o"' "" ""' ~ ~'0 0 0 ~!lS. .;; "' "' "' "' .. "' a :. ... .a 0 ... ... i!

1 2 • • • • • • • 10 11 .. 1S .. .. lt --- - r-- --~ ~ - I----- -sn~KANAGED lUILw.ns.~

l. AgencJ . . . . .. 1 .. .. 1 1 .. . . . . .. .. .. .. . . . . '2.Aecouots . . . . • .. .. .. 2 • .. .. . . . . .. .. .. .. . . 3.E .. Ineer1Dg . . . .. • ,. .. •• •• 13 8 1 1 .. . . 1 • 6

. L TraJ!rrtaUon (Tratftc) IUld Commer· •• 1 7 1 36 .. 1i • 1 .. • .. 1 • . . D. 'rJ"&nSportatlon (l'ower) and Yech&nl· 13 • 10 .. •• .. •• 1< • • • 1 1 • .. cal Englneer"lng.

~ stores Dopart.ment • . . 6 . . • .. 9 6 • • .. . . 1 .. .. . . 1 1. Other De.putmenta . . 10 • • • 11 • • 1 • 1 .. 1 .. . . '

------- 1--------S .. TODL-

. ••• • 37 • , .. •• •• 31 8 • 7 • • 6 .. lQM·SS

. . . ••• 16 46 • '"' lOS .. .. .. . . .. .. . . .. . . 1Y33·M . . ---------1----------1-------r- -g P centage of Europeo.us to number

• 6

of vacancies flU.ed-

1954·56 . . . . .. .. .. .. .. .. 52"6 .. . . .. .. . . . . . . .. 19SS·M . . . . . .. .. .. . . .. .. . . . . .. .. . . . . .. . .

10. Percentnge of Indians to number. of vacanclea fWed-

. . .. . . . . .. .. . . <1'1--& .. .. .. .. . . . . .. .. 1984.-35 .

. . . . .. .. .. .. .... .. .. .. .. .. . . . . .. . . 1933-M . . OTREJL. B.ULW ue.

Al6am-Btlngal Rail!#Q:.-

1 .. 1 . . • 1 1 1 .. .. .. .. .. .. .. 1. Agency . . . . . . .. .. . . . . .. .. .. .. .. . . . . .. . . 2. Aceounts . . . ..

s. Englneerlng . . . 1 .. 1 .. • • .. .. .. .. . . . . .. .. .. '· Transport&tlon and Commerdal .. .. .. .. .. . . . . .. .. .. .. .. .. .. . . 6.l! .... ulcal . . . .. .. .. .. .. . . .. .. .. .. . . . . .. .. . . e. Btoree . . . . . .. .. .. .. .. . . .. .. .. .. . . .. .. .. . . 1• Other Departments . .. . . £ .. • 1 1 .. 1 .. .. .. . . .. 1

---- ---6. TOUL-

1936.-3& . . 2 .. • .. 6 • 2 1 1 .. .. .. . . .. I

1933-M • 1 • .. • 2 • • • 2 . . .. .. .. • 1- ~ --1- -

g Percentage of Europeans to number of • vacancies filled-

193!-SS . .. . . . . .. .. .. .... .. .. .. .. .. .. . . .. l'03S-M . . . .. .. .. .. . . .. ' . 42-v .. .. . . .. .. .. .. ..

10, Percentage of lndln.os to number of va.canclea filled-

1934-3:) . . . . .. .. .. .. . . .. 501) .. .. . . .. .. .. .. .. .. .. 57·1 .. .. .. .. .. .. .. .... .. .. . . .. .. 1938-M . .

beln!Z" aboUsbed durfng tbe :vean 1931-32 and 1932-SS thue WM an eif'~ nf n111=- In rutaln Departmc:n UD~~-(a) Aa a result of n number O!.poli:-Htilled-.durlng tb&.year-were-t&keo~ off~~'G ,..,... ___

and consequentlY Somll otthe vaea:n,..es .

124 REPORT BY THE RAILWAY BOARD ON INDIAN RAILWAYS FOR 1934-30. [APP. G.

APPENDIX G-contd.

St4tement showing the numht1' of appointment$ created and 1!aCati&S which occurred anumg officers of Gazetted rank on State Railways and of wrresponi:ling rank on Companies' Railways (Class I) excluil.ing H. E. H. theN izam' #

Stale and Jodhpur Railways, and how they were filled during 1934-35-contd.

~=z 'j ! -g ~

0.

i J"ILLED BY

lis " =

• ,; "' iii G 8 .8 2. ~ ... OG .. s 0 • = L'<DW<s. ..,~ 0 0 " s ;; ';i t>Od • 0 s = :a= ..

~li :a 0 ! 0 .: ,.

o!jS • 6~ • Deputmentl. !~ " !:i ~;

st.= I f .

lly!j ~f. .. ~ St:.. 'tlf. ~

~., ! •• I! 8.• ~5 i . ~~~ .::: o." ~ .,§ ... .~ -:;; >u • ]j ! >~CI • " 0 > g ;:g a oo ~~ ~s ~= 8. . <.>

0 ~i 'a'§ ·= ·~ 'a •li 0 ~

.; '!i ·=· .a 0

~

d.=!~a ~.g 8. • j

~":1 o"' ~~ 0 ~'C 0 0 ~ ;; :;

z z "' "' ... ;;; :a ~ 1i! 0 ~ ~ 0

I 2 3 • • n 7 s • 10 II '" IS H 16 16

-- -- -- -- -----1----------- -- -&11;cland N(/rtll· Welhm Ratlttog.

1. Ageney • . . .. .. .. .. .. .. .. .. .. .. .. .. 2. Account.t . .. .. .. .. .. .. .. .. .. .. .. .. 1.. En;dll«!JinJt : • • • I I

.. 1 .. .. .. .. ..

. .. .. .. .. 1 .. .. '· TnnuportatJon and l'4'lmDletClal 1

1 .. .. .. ..

. .. .. .. 1 .. 1 .. .. 6. !I echanlcal • , • • • 2 • .. .. .. .. .. .. .. •

.. e. Stores • •

.. .. .. .. .. .. .. .. . .. .. 1 .. I .. I I .. .. .. ...

1. Other Department. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. --1- ----- ---

8. TOTAL--]g3t·Bfi . . 1 1 8 .. • .. • • .. lWJa·U . . 2 .. • • 2 1

.. .. .. .. .. . . .. 3 .. 2 . .. .. .. .. ..

----------- --- 1--- ----1-'* Perfilnt:sJte ol Europ~am to numbe:r of

ncunclca nned-lo;.,t-sa . .. .. .. .. .. .. 100'0 .. .. .. 1~33-!'!4 . . . .. .. .. .. .. as·s

.. .. .. .. .. .. .. .. .. .. .. .. .. ..

10. Percrntage of lndlana to number of vncandea llli«l-1D3.f..S!. .. .. .. .. .. .. .. 1038·8+ '66·7

.. .. .. .. .. . . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..

Bengrd Navpur RsUtca11.

J • .Agency • . .. .. 1 .. 1 .. 1 .. 1

~. A.ccoontfl 2 1 .. .. .. .. . . 1

B. :Eng:hwt•rlnlt : : : : . .. .. • I 2 .. 2

• .. 2 • a 3 .. .. .. .. .. "'

4. Tnlli-J!OTtaUon and Commercial .. .. .. .. ..

• .. • .. 8 6 • 2 .. .. .. ..

&. Jfeehan.ICO.l . . . 8 I 1 .. .. .. .. .. .. 2

e. store~ . . .. • • .. .. .. .. . .. .. .. .. ..

7. Other Dt'PMtmcnta .. .. .. .. .. .. .. .. .. ..

. . 2 .. 1 .. 8 • I .. .. .. .. .. .. .. . . 1 .. .. . 1

---1----------------r- --------1-8, TO!'At-

lOJ4-ll5 . •• 1 10 8 .. 17 6 1 lOiiS--M

.. 2 • . u .. 10 I .. .. 8 1 • .. .. .. • .. .. .. .. .. • ---- -----------------

0. P~cntlllttt of Enropeena to ........ .. of vaenuclell lUted-19S4.Sllo . . . . .. .. .. 1938·3'

.. .. .. .. . . . .. .. .. .. .. .. .. .. .. .. .. .. 3.3·3 .. .. .. .. .. .. .. .. ..

10. Puccnt4Jr.e of Ind.Lnna to number or ncaaclea IUld-

1034·35 . . . . .. .. .. 100·0 1Q3S·M

.. .. .. .. . .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .BOJnbaV. BarodiZ srld C1ntttll lMt.

RaUUICIJI,

1. AgencY • . . • I 2 .. 6 • 8 • 2. Aeeouctll . . . .. 1 1 .. 2 I 1

.. .. .. .. .. .. .. 8, Engl.neulnR • • • • . • 2 • •

.. .. 1 .. .. .. .. 1

t. TranllporlatloD alld Commucltlil 3 1 .. • • .. 6 .. . ..

.. .. • • 1 1 .. .. .. ..

6. 'llcchu.nleal . . • • 1 .. • 3 2 1 .. .. .. .. .. . . ..

1 .. .. .. .. .. 1 e. 8torea 7. Other D~po.rt~entll

. . . .. .. .. .. .. 1

.. .. .. .. .. . . .. .. .. 1 1 .. .. .. .. ..

.. .. . . .. .. .. .. .. .. -------!---1- 1---- ------

8. ToTAL-lti3,..S6 . . . . .. 6 7 27 ,. 1988--34 16

.. ,. • 6 • 8 . . . • .. • • 17 " • I 2 .. .. .. .. .. .. .. .. .. •

--- --,.___ ---- ------•• Percentn~e of European& to number

of vaeanclt!! fillod-]931·85 . .. .. . . .. .. .. 1938-Bi

.. .. . . . .. .. .. .. .... .. .. .. . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. 10. Pereenlnife of Indian& to numhu of

vacnndes lllled-1034-86 . . . . .. .. .. .. ~n·e I 1Daa.3f.

.. .. . . . .. .. . . .. . . .. .. .. .. .. .. .. .. 8!1•7 . .. .. .. .. .. .. . . ..

APP. G.] .NUMBER OF APPOINTMENTS CREATED A..'iD VACANCIES FILLED t"P. 125

APPENDIX G-concld.

Statement showing the number of appointments created and t'aCancies u:hich occurred among officers of GQ:eUcd ranl:

on State Railways and of corresponding rank on Companies' Railu:ays (Class I) excluding H. E. H. tht .Y i:am '• State and Jodhpur Railways, and how they tcere fiUed during 1934-JS~ncld.

1

1. Agency • !. Accounts • 1. Bnglne;;rlng • • • • '· Tr.:mlp:utatloaand Commercial 5. Mechanical 4. Store3 • • 7. Ottlez Departments

6. TOUL-103445 1938-U

IJ. Perte':itagc of E'lroPe.allJ to number of va.eancles fillel-1931-35 ,., ......

to. Por~nt1.ge ot Indians to nnmber of vaeancle! fillod-l&M-35 11J33-M

Ro.UUund and KUJMO'A RciltmJI.

1. Agency • 2.. Aceonnbl • a. Bngtne&!.nt£ • • • • '· Trall!port&tloll aud Commerclal 6. Moehanlcal • • -e. Stores • • 7. Otber Departments

8~ TO'UL-19M-S5 lil33·M

9. Pereentas:e of Ellropea.DS to number of vaeaneles fl.lled-11134-35 1033·34

IO. Percentn~te of tndlaUB to ~number of neaneles ruted-1934·35 1'933·3-1

Sou~ Indian Rtrllwag.

1. AgencY • 2. AeoountA • s. Engineering • • • • -'· Transportation and Oommerclal &. Ht~ehanie&l • • 6. Stores • • 7. OUlet Department&

8. Tft&t..-1934·35 1933·34

9. Petcenb.ge of Euro~ns to number of vo.cancle:s ftlled-1934·85 193S-U

1V".·J'et('l('ntll~te of Tndlam to number of ntsndca mted-1984.-SS 1003-34

E=~ ~-gs 8" .=~ ..,~. g~-a

:ae] •• E~e

"ll~t 8• ... .:: S.~i 0 -os~=

"' 2

• 1

1

---• •

"" .!l • • to :1 • • a e~ &• .,. .. •.a ~-... •• 'C"lj ~'C

3

1

-1 1

··,

1 1

1 • g 0 .., • :a • • E~

..,11,

~Jl .-... -.S •a ~~

•

1 .. • 1 1

8 11

1

1

"g .c ~ .8 • :1 • E:i :5~ 8.•

""' ... -· •a o"" "' •

1

1 •

..; .. ;a

1l 3 ! , ~ • • -.: • "0

~ • --

1 " • 1 1

1

12 •

. ..

• 1

" • "" "" ;a ~

0 • !~ "fl. ~Jl ·-. .. 'Q~ ~'C

7

--

1 . 1 1

• •

..; ... ;a .. iii il c 8 .. • • ~ • "0 ,g 8

5

1

• •

•o-o

JOo-o 60-0

• 1

a 8. ~ " •

.. 2

• 1

" a • = "" 0 a a .. 10 li

r- --

.. 2 .. 1

3 •

Fll.LED BY

llfDl.U$.

..,. •• a -~ ·"' ~ ~.., i ~ "'"" .., . 'be~

., .! 0

.il 3 ~II. • :a .:! iii .. c ~ 1! .. ,. ,. ,.

1--- --r- --

.. . . .. 2 l • ..

1

2 • -· 3

l--l--1·-l--1---f--1---1---f--I--1·-J-i---

1 1 .. 2 .. 2

• I • l • I • .. .. 1 1

• .. • • • 10 • • • 1l

1 1 2

• •

too·o 100"0

1 I

2

I

• •

100-o 00·0

..

.. 2

1

• 1

3 1 .. • 1

. ·,

1

1 1

. ..

.. 1

• •

J26 REPOll.T BY THE R..tiLWAf lJOAR.l> OX JNDJA,; IUJ.LW.\1S FOR.l9a-t-3-5. [APP. H.

APPENDIX.]!.

om.cers of the Railway Department (Railway Board) and attached omoes, on 31st March 1935.

'The Hon'ble Sir JOSEPH BHORE, K.C.S.L, K.c.LE., C.B.E.,.LC.S., ' Member of Council of the Governor-GeneraL

Railway Board. The Hon'ble Sir Guthrie Russell, Kt. Chief Commissioner· o£ Railways.

M P ·R R Financial Commissioner o.f Railways. r. . . au Mr. A. E. Tylden Pattenson . Member.

Lt.-Col. H. L. Woodhouse,.M.C., R.E .. Mr. T. S. Sankara Aiyer, B.A., B.E. Rai Bahadur Mathra .Das

Director of Civil Engineering (Offg.). Director of Finance.

Mr. F. D'Souza Mr. L. H. Kirkness, -D;S.O., o:n.E.,

V.D.

Director of Establishment. Director o£ Traffic.

Secretary (an leave). Secretary (Offg.).

.Deputy Director, Finance. Mr. B. Moody, V.D. Khan Bahadur Barkat Ali Khan Sahib Z. H. Khan . Deputy Director, Establishment (Ujjg.).

Mr. T. G. Creighton • Deputy Director, Mechanical Engineering­(Offg.).

Mr. H. M. Jagtiani Deputy Director, Traffic (Commercial} (Oftg.).

Deputy Director, Traffic (Transportation)· (Oftg.). .

Mr. J. W. C. Holt .

Mr. R. C. Paranjoti Temporary Additional Deputy Director, Mechanical Engineering.

Mr. E. C. Rundlett . :Mr •. H. W; C. C. Smith.

Mr. C. W. Scott, O.B.E., B.Sc., I.F.S.

Mr. M. E.' Bartley

Assistant Secretary (on leave) . Assistant Secretary ( Offg. ).

Attached omcers. D.F.C.,

. Timber -Advisory Officer. Officer ori Special Duty.

Attached OID.ces. Mr. K. M. Hassan . Supervisor of Railway _Labour.

Central Standards O:llice for Railways. Mr .. T. lf. D. Wrench, O.I.E. Chief Controller o£ Standardisation. Mr. E. Ingoldhy Deputy Chief Controller of Standardisa·

tion. )fr. L. H. Swain Assistant Chief Controller of Standardisa-

tion. Mr. T. T. Lambe Chief Mechanical Draftsman. Mr. J. V. Stuart Edwards Chief Structural Draftsman.

Central Publicity Bureau. Mr. G. T. Tnit • Centra'! Publicity Officer. Mr. P. W. Sullivan

Mr. \V. T. Biscoe .

Mr. V. P. Bhandarkar

. oAssistant Publicity Officer.

Oveneas Bureaux. _Resident Manager,

Bureau, New York, Manager, Indian

London.

Indian U.S. A. Railways

Otnce of the. Controller of Railway Accounts.

Railways:

Bureaur

M1·. V. S. S~nd~ram, B.A. Controller of Railway Accounts. Mr. Rang B1lmn La~, M.A. Deputy Controller of Railway Accounts. Mr. K. K. S~n, M.A. Assistant Controller of Railway Aceounts.-·Mr. K. UbaJdullnh, B.A. Assistant Accounts Qffi _ cer.

MGIPO-L-:X:-32(PD)-7·1·36--800.