Indian Railways 1930 1931 Vol I

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CALCUTTA: GOVERNMENT OF INDIA

CENTRAL PUBLICATION BRANCH

G O V E R N M E N T O F I N D I A

RAILWAY DEPARTMENT(RAILWAY BOARD)

REPORTBY THE

RAILW AY BOARDON

INDIAN RAILWAYSFOR

1930-31

Volume I









Government of India Publications are obtainable from the Government ofIndia Central Publication Branch, 3, Government Place, West, Calcutta,and from the following Agents :—

EUROPE.

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And at all Booksellers.

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* Agents for Publications on aviation only



[ ii ]

Books and Technical Papers published by the Railway Board.

B OOKS .

(1) Report by the Railw ay Board on Ind ia n Railways Published yearly. Price—Volume1—Report, Ha 6-0-0 9I 9A 9d Volume I I , Rs 5-8-0 or 9s

(2) Classified L is t and Di st ri bu ti on Re tu rn of Officers of all In di an Rail way s. Publish edhali-vearly Pr ic e Rs 1-12-0 or 3s

(3) History of Indian Railways, constructed and in progress corrected up to 31st March 1928Published quin queu uia lly . Pric e Rs. 5-8-0 or 9a.

(4) Hi st or y of Services of the Officers of th e Enginee r and Su per ior Revenue Es tab lis hme ntof State Railways Published yeaily Price Rs 23-8-0 or 37 s

(5) Pockot edition of the Schedules of dimensions for the 5' 6" gauge (revisod 1929), pr ic e Re 1each, 3' 3

3 / 8" gauge (revised 1930), puce Re 1 each, 2' 0" gauge (revise d and re pr in te d edi ti on , 1930),

price annas 5 each, and 2' 0 '' gauge, 1922, pric e Re 1 each

T E C H N I C A L P A P E RS

(6) Over 270 papois have been published b\ the Techni cal Sectio n of the Rai lw ay B oard 'sofhee. Th e p apers compr ise . —

(a) O ri gi nal descriptions of rai lw ay works and studies of railw ay problems in In di a andelsewhere

(b) Rep rin ts of articles from fore ign enginee ring magazines.

(c) Re pr in ts or abstracts of rep ort s received by the Govern ment o f In di a on subjectsconnected with railways.

V complete list of the papers cm be obtained gratis from the Chief Controller, StandardisationCo nt ral Standard s othce for Rarlways, Si mli r New Del hi A few of the more im po rt an t Technic alpapers are menti one d below —

TechnicalPaper N ame

No 72 The design of wel l found ation s for bridges,, 148 Stat istics of rail way wo rk ing expe ndit ure

153 River ttaming and control on the guide bank

Author(Compiled )

D EU CH A RS

svstem:21.3 The Hardinge Budge over the Lower Ganges at

S i r

219 Technical educatio n in re lati on to rai lway s inAmerica

239 The con tra l svstenteins. for the selieduling ofoperations in locomotive repans workshops inEngland

212 Bailwav Statistics and the Opoiating Officer213 How to jud ge the prospects of new ra il wa ys211 Sleepet spacing and the effeet of the New Per

missible Axle-loads245 Report of the Indian Railway Bridge Committee

on trick stresses217 1st and 2nd interim reports of the Indian Rail

way Btrdge Committee on Impact and revisionof the Bridge rules

219 Operating Statistics and the Divisional Officer250 Avle-lo ads, Wheel D iam ete r and railhead s

dimensions251 A R E and main tenanc e of Wa y Associ ation's

Impact tests on Railw ay Bridges (R epr in ted )Description of the planning. Progress, Coaling

and Engine Repair, Schedule System, introduced on the G I P R y . Loc o shops at Pa ro l

25G Notes on the preparation of railway projects259 The es tim ati on of Passenger earning s on new

projects261 Tube wells on the N . W Ra il wa y, 1925-27262 Note on steps to be taken to p er mi t of ru nn in g

the future large vehicles on Broad Gauge Railways, 1927

263 Not e on Composite Index numbers of I nd ia nRailways

264 Memorandum on Traffic Surveys266 Pnnciples of the Absolute Block System, 1929267 Fl ood -Li ght ing , 1929

271 Antisep tic trea tmen t of Pinus Longi -foha (Chir )for Railw ay Sleepers . . . .

272 The Ster eograph ic S urvey of th e Shakagam.

273 A Schedule system for the Co nt ro l of Opera tionsin Workshops, 1929

275 An Enq uir y i nto the Pr epara tion of PeriodicFinancial Returns on the Railways of GreatBritain, Egypt and Palestine, 1929

276 Investigation into the Stiongth of Rail Joints277 Des cri pti on of the Cost Acc ounti ng Scheme in tr o -

duced in the locomotive workshops at Mohgal-pura

278 Notes on Tube Railway Construction279 Report on Tra ck Pra ctic e on Amerrc an and Cana

dian Railways280 The In sta lla tio n of a Produc tio n S ystem in the

locomotive workshops at Moghalpura

F J E SPRING

SIr R OBE R T GAL E S.

II L COLE

I I H S A U N D E R SM A J O R F H B U D D E NL T - C O L L E H O P K I N S

A F HARVEY

M A J O R F H B U D D E N .

F G S M A R T I NH L GLASS

A LI N ESJ WARDON

A. I 8 LI EG H.

W G BARNETTR N . NIC OL LS .L . H K I R K N E S S .H J M U L L E N E U X .

K A M E S A M .M A JO R K E N N E T H M A S O N .

(Reprint.)

H H S A U N D E R S .

M A J O R W A G S T A F F

H HO WE and L H S WA IN

A E HOWELLH G SALMON!)

A F HARVEY.

A E HOWELL

The prices of the papers vary from annas Three to Rupees FifteenTh e books and papers can be bought from the Government of India, Central Publicat ion Branch,

8, Government Place, West, Calcutta



CALCUTTA: GOVERNMENT OF INDIA

CENTRAL PUBLICATION BRANCH

1932

G O V E R N M E N T O F I N D I A

RAILWAY DEPARTMENT(RAILWAY BOARD)

REPORTBY THE

R A I L W A Y B O A R D

O N

INDIAN RAILWAYSFOR

1930-31

Volume I





General Review ,

Railways and the Legislature

Railway Budget

Standing'Finance Committee for Railways

Central Advisory Council for Railways

Extension of Government Audit on Company-managed Railways

Meetings w i t h Agents o f Railways and Local Governments . . . .

New Stores Purchase Rules

Local Advisory Committees

Rai lw ay Rates Adv iso ry Committee . .

C HA PT ER I I — F I N A N C I A L R ES U LT S.Trade Review . . . .

Financial Results of Working

Analysis of Earnings

Passengers travelling without tickets

Goods earnings

Alt era tio ns in rates and fares .

Stores Balances

Compensation claims for goods . . . .

C H A P T E R I I I . — N E W C O NS T R U CT IO N A N D E N G I N E E R I N G WO R K S .

Capital Expenditure

lanes opened du ri ng 1930-31 .

Lines sanctioned in 1930-31 . . . , .

Lines under construction on 31st March 1931

Important lines opened during 1930-31

Impoi taut New Works . . . . . . . . .

Open lin e improvements . .

Bridge Standards Committee

Track Standards Committee . . . . . . .

S ignal l ing and I n ter lock ing S tandards Commit tee . . . .

C HAP T E R IV.— T R ANSP OR T AT ION AND W OR KING.

Statistics

Wagon usage . . . . . . . . . . .

Fuel Economy

Punctuality of passenger trains .

Bombay Elect ric al Services .

Through Mail and Express Services

Road motor competition . . . . . .Neutral examination of interchanged wagon stock

Debits for damages and deficiencies

Railway Collieries

C H A P T E R Y . — R O L L I N G S T O CK A N D M A T E R I A L S .

Additions t o equipment . . . .

Standardization of Locomotives

Standard ization of Ro ll in g Stock .

Stores Standards CommitteeSupply of rails and fishplates from indigenous sources

Development of the use of Indigenous Timbers for Carriage building

Wooden Sleeper Purchase Organisation

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CONTENTS.

CHAPTER I.-GENERAL ADMINISTRATION.



Number of staffCost of staff

Indianisation—

Recruitment of Superior officers

State-managed Railways

Company-managed Railways

Senior Subordinate GradesReview of the progress made since 1925

Re-organisation of Superior Cadres of State-managed Railways

Rules for Recruitment and Training of Subordinate Staff

Training of staff—Railway Staff College, Dehra Dun

Area Schools . . . . . . . . . . . .

Technical School, Jamalpur

Improvements in the service conditions of the staff—

Revision of the scales of pay of lower paid employees

Hours of employment and periods of rest

Revision of leave rules

Acceleration o f payments . . . . . . . . . .

Inv est iga tio n int o the system of rai sing and recovering debits .

Welfare—

Assistance to Ra ilwa y employees for the education of thei r chil dre n .

Relief of indebtedness

Staff Benefit Fund

Railway Sports . . . . . . . . . . . .

Elimination of racial discrimination

Meetings with the All-India Railwaymen's Federation

Labour position o n Indian Railways . . . . . . . . .Staff Retrenchment

CH A PT E R V I I . — M I S CE L L A N E O US .

Passenger train services and travel amenities

Flood Damages

Accidents

Publicity

Anti-malarial work

A P P EN D I CES.

A. Railway Administrations in India alphabetically arranged in three classesaccording to their gross earnings showing the working agencies and ownership

B. Notes on the relati on of the Government to Rail way s in I nd ia .

C . The organisation for Government control . . . . . . .

D. Resolution regarding the separation of Railway from General Finances

E. Resolution on the subject of the financing of branch lines of rail ways .

F. Statements o f : —

(1) Gazetted Officers and Officers of corresponding rank employed onClass I Railways

(2) Subordinates draw in g Rs. 250 per mensem and over, etc. .G. Statement showing the number of appointments created and vacancies whi ch

occurred among Officers of Gazetted rank on State Railways and of corresponding rank on Companies' Rai lwa ys . . .

H. Officers of the Ra il wa y Department (R ai lway Board) on 31st March 1931

CH A PT E R V I . — S T A F F .

CHAPTER V.—ROLLING STOCK AND MATERIALS—contd.

Value of railway materials purchased

Purchase of Stores by Railways through the Indian Stores Department

Cost of maintenance and supply of locomotive power and cost of maintenanceand operation of Carriage and Wagon Stock

[ vi ]

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E A S T I N D I A N R A I L W A Y .

Ball y Bridge—350 span being warped to its final position.



CHAPTER I .

G E N E R A L A D M I N I S T R A T I O N .

1. General Review.—The Railway Board's Annual Report on IndianRailwa ys is published in two volumes. Volu me I is the rep or t proper andreviews the general administration and the financial results of the railwayswith a commentary upon items of outstanding interest that have occurredd u r in g the year. Such matters as new construction of ra il wa y lines androlling stock, methods of transportation and1 modern isation of them, establishment arrangements, including the recruitment, training and welfare of thestaff, and other matters having an important bearing on railway managementand operation , are also discussed. Volume II is a comp ilat ion of fin ancialand statistical summaries and statements covering the main heads of thecapital and revenue accounts and are sufficiently comprehensive to embrace thecomplete range of rai lw ay wo rk in g. Fo r reasons of finance and for accommodation in connection with the dates for the presentation of the Railwayas well as the General Budget in the House of the Legislature, the period forwh ic h the repo rt is prepared is reckoned fr om the 1st A p r i l in one year tothe 31st March in the following year

India being primarily an agricultural country, the welfare of whoseinhabitants and the general prosperity of which is largely dependent on

her exportab le surp lus of staple products , it has been customary in the pastto remark in the opening chapter upon the incidence and effectiveness ofthe monsoon rainfall, and no exception is being made to that procedure inthe present report . The year 1930-31, however, was unusual in tha t itmarked the commencement of an economic phase when other than naturaland in te rn al conditions influenced the well-being of the count ry. In di a' sprosperity, no less th an tha t of other lands, was acutely affected bythe stagnation in the movement of the world's primary products, and thedecrease in the transportation by railway of the commodities which haveformed the principal items of traffic in the past has inevitably affected! theearnings of pract ical ly a l l lines. The main monsoons las ting, as they do in

normal years from the month of June until the end of September, gavefairly well-distributed rain throughout the country, although its activity inAu gus t was confined mainly to Burm a and North -East In d ia . The tot alra in fa ll was sl ig ht ly below norm al over the plains of In d ia as a whole. D u r in gthe period of the withdrawal of the monsoons rainfall was defective inBurma, the United Provinces, the Punjab, the North-West Frontier Provincesand Sind, normal in Bengal and Central India, and above normal elsewhere.Taking the year as a whole the total rainfall throughout the country waswithin 16 per cent, of the normal except in the south-east of Madras and onthe north coast of that Presidency where it was in moderate excess.

The seasons, on the whole, were favourable for agriculture and the outturn of most of the principal crops showed an increase on the previousyear. In the case of cotton and in digo , however, a reduct ion of 6 per cent,to ok place. The out tu rn of sugarcane and sesamum increased by 15 per cent,and that of jute, groundnut, rice and castor seed by 8, 12, 1 and 3 per cent,respectively as compared w i t h the preceding year. The wheat crop of theprevious year 1929-30, which was mostly moved during the year under review,was a record one, having been 20 per cent, greater than in the preceding year.Of the winter oilseed crops, the production of rape, mustard and linseed alsoincreased by 20 and 18 per cent, respectively as compared with the precedingseason.

2. The depressed state of Indian trade during 1930-31 is reflected in thelarge decrease'which has to be recorded in the gross earnings of the railways.The earnings of State-owned lines fell from Rs. 102 crores in 1929-30 toUs. 95 crores in 1980-31, representing a decrease of approximately Rs. 7



REPORT BY THE RAILWAY BOARD ON INDIAN RAILWAYS FOR 1930-31.

crores. The net loss from the wor k in g of State-owned railw ays was Rs. 51 9crores. In accordance w i t h the convention reg ard ing the separation of ra ilw ayfrom general finances, a con tr ibut ion of Rs. 5-74 crores, was made from r ai lw ayto general revenues for the year, the amount being taken from the railwayreserve fun d. The decline in earnings was as much due to the fa l l ofpassenger traffic as of goods: the earnings from passenger traffic on a l lrailways both State-owned and others fell from Rs. 38-6 crores to Rs. 34-3crores, a decrease of 4-3 crores, while the earnings from goods carried fellfrom Rs . 68-8 crores to Rs. 64-4 crores, a decrease of Rs . 4-4 crores. Themore noticeable decreases in the movement of goods traffic were in the exportof ju te and cotton and fewer shipments of oil-seeds In sympathy wi t hdepressed trade there was smaller movement of passengers whether travellingshort or long distances.

3. A further 573 miles of railway line were opened during the year butowing to the re-alignment and closing down of small sections of line, the netaddition to the mileage of railways during the year was 557 of which 255belong to the State. The tota l route mileage at the end of the year was 42,281 .In addition, 810 miles were under active construction on 31st March 1931.D u r in g the year sanction was accorded to the construction of new lines to ta ll in g168 miles.

4. Railways and the Legislature.—A large number of questions wasasked in the Legislative Assembly and Council of State during the sessionsheld in 1930-31, and there is ample evidence that the members of the Legislature continue as in the past to take a close interest in the working of the rail

ways in I n d ia . O ut of a to ta l of 2,298 questions 723 or 31 per cent, referredsolely to rail way matters. The subjects in whi ch the greatest interes t wasmanifested related to appointments on railw ays , the representation of differentcommunities in the railway services, purchase of railways, conditions of employment, recruitment both to the subordinate and superior grades, trainservices, and construction of new lines.

Apart from questions, notice was given of 10 resolutions in the Assemblyand Council of State during the Simla session of 1930, and 22 resolutionsduring the De lh i session of 1931 Out of a to ta l of 6 resolutions th at founda place in the ballot, one was withdrawn, and of the remaining five, threecame up for discussion, namely :—

(i) A resolution moved in the Council of State on the 10th of July1930, recommended the transport by railways at reduced rates ofaged and disabled horses and cattle to asylums and free grazinggrounds. The proposal was made on hu ma ni ta ri an considerations, it being urged that as asylums and grazing centres werefew and at long distances, assistance might be forthcoming fromRailways for the transport of these animals at concession rates.To prevent abuse of the concession the mover suggested thatcertificates from veterinary surgeons should be required beforea concession was allowed. Government opposing the resolution

explained that the present scale of charges for the transportof cattle was so low as to provide only a very small margin ofrevenue between exp enditure and receipts. It was also statedthat there would be considerable administrative difficulties ingiving effect to the proposal, as there would be no certainguarantee that the animal in respect of which a certificatemight be issued was the one actually brought for despatch byt r a m . The motion was negatived wit ho ut a div isi on.

(if) Under the terms of the contract with the Assam Bengal RailwayCompany for the maintenance and management of the Railway,the contract is determinable by the Secretary of State on the31st December, 1931, or on the 81st December of any succeedin g tenth year, by gi vi ng not less than 12 months' previous noticeto the Company of inten tio n in tha t behalf. A resolutionmoved on behalf of Government on the 14th July, 1930, in the



GENERAL ADMINISTRATION. 3

Legislative Assembly, recommended that in view of the requirements for new construction and open line works on railwaysand for other reasons, the purchase of the Assam Bengal Railway Company's interest in the Assam Bengal Railway wouldnot be financially profitable and notice of purchase should notbe given unless it proved possible to devise some expedientby which the purchase money could be found on favourableterms. The Hon'ble Member for Commerce and Rai lways explained that on account of loss of Indian income-tax on theCompany's earnings and the high interest charges that would bepayable on the sum required to meet the purchase price, thetransact ion would not be a profitable one. He also stated thatthe purchase of the railway might eventually mean the postponement of the beginning of important projects such as the BombaySi nd connection and the Dacca Ar ic ha Rail way He pointed outthat although surplus profits had accrued in the working of theAssam Bengal Railway for the last four or five years due, perhaps, to the policy adopted of building short branch feeder lines,and although the development of this policy might be assumed tobr in g in addi tio nal revenue, funds would not be available to bui ldfeeders, if large sums of money were spent in acquiring the line,so that it could not be expected that the surplus profits couldcontinue to increase in the same proportion after the purchase.Further it was explained that the railway had always beeneconomically managed and if it were brought under State-management, it was probable that the State would be faced witha strong demand that the scales of salaries and emolumentsof all ranks should be raised to the same standard as on otherState-managed ra ilways Af ter discussion an amended resolution was moved and adopted recommending that negotiationsshould be undertaken with the Assam Bengal Railway to obtainlor Government one year's extension of their existing option toterminate the company's contract on the :31st December, 1931.The Assam Bengal Railway Company, however, were not prepared to agree to the extension suggested by the LegislativeAssembly and in view of the prevailing financial difficulties and

the fact that the acquisition of the line on the 31st December1931, was not likely to be profitable, notice for the terminationof the contract on that date was not given Thus the contractw i l l continue for a further period of ten years, the next date forits determination falling on the 31st December 1941

(Hi) A resolution moved in the Legislative Assembly on the 16th July1930, recommended that steps should be taken in all cases ofrailway accidents entailing loss of human lives, (1) to institute acoroner's enquiry, (2) to deliver the bodies of the deceased to

the relatives concerned as far as practicable, failing that todifferent social service organisations, and (3) to institute a judic ia l enquiry by a committee to be composed of officials andnon-officials. It was alleged du r in g the debate that ra il wa yaccidents were becoming more frequent and that the versionsof the number of casualties and of the steps taken for thesuccour of the injured made impressions on the public mindwhich were difficult to remove even if they were subsequentlyproved to be inaccurate. It was stated on behalf of Government opposing the resolution that there was obvious difficultyin having a coroner's enquiry in such cases, as the procedurefollowed in a coroner's court was by no means identical withthat adopted at a magiste rial enqu iry. A pa r t fro m thi s aspectof the matter, under the existing rules every serious accidentoccurring on a railway formed the subject of an enquiry both bythe rai lwa y authorities and the police. In add iti on the Di st ri ct



4 REPORT BY THE RA IL WA Y BOARD ON I N D I A N RAI LWAY S FOR 1930-81.

Magistrate either held an enquiry himself or deputed some othermagistrate to enquire whether action under the criminal lawshould be taken. It was also exp lained tha t it was a matterfor local Governments to decide whether non-officials should sitas assessors with the magistrate and whether or not an enquirywas called for . Government were prepared however, to referthe points raised to local Governments and on receipt of theirreplies to place the matter before the Central Advisory Councilfo r Railw ays. As regards the disposal of dead bodies the ma tterwas purely one for consideration by the police authorities.Ordinarily the bodies of persons killed in railway accidents weremade over to the relatives, but if the relatives could not be fou nd,there was no objection whatsoever to charitable organisationsta ki ng charge of them. The resolution was wi th dr aw n.

5. Railway Budget.—The Railway Budget for 1931-32 was presentedto both the Houses of the Legislature on the 17th February 1931, after havingbeen discussed in detail with the Standing Finance Committee for Railwaysin their meetings held at the end of January and in the second week ofFebruary, 1931. The budget was discussed generally in the Legis lat iveAssembly on the 19th February, 1931, and in the Council of State on the 21stFebruary, 1931 The vo ting on the demands for grants in the Legislat iveAssembly took place during the four days February 23rd to 26th.

During the discussion of the budget in the Assembly, criticism wasmainly directed on two important points—the need for retrenchment in railway expenditure and the representation of Muslims in railway services.

Of the motions for reduction made during the debates on demands forerants, only two were carried and two more were pressed to a division butlost. Of the two motions car ried one reduced the demand for the Ra il wa yB oard by Rs. 1,00,000. To give effect to th is cut the Rai lw ay Board madecertain retrenchment in their staff and some posts including those of officershave been held in abeyance. The second cut carr ied was of Rs. 100 only andwas intended to criticis e the policy of the Government wi t h regard to In di an -isa tio n on the ra ilw ays. One of the cuts proposed was to draw atten tion tothe inadequate representation of Mu sli ms in the ra il wa y services. Th is was,

.after full discussion, finally withdrawn by the mover.6. Standing Finance Committee for Railways.—During the year

under review the Committee held meetings on seven occasions. Theyscrutinised the proposals for expenditure to be incurred in the yearv1931-32,both on capital and revenue account, that is, on works of improvement andrenewals on open lines, the construction of new lines and the provision ofad dit ion al rol li ng stock or renewal thereof. Am ong the more imp ort antengineering works specially approved by the Committee may be mentioned) thedoub ling of the East I nd ia n Ra ilw ay lin e from Cawnpore to Tun dla , a lengthof 141 miles estimated to cost Rs. 93-82 lakhs, and the remodelling of theworkshops at Jamalpur, East Indian Railway, estimated to cost Rs. 66.65

lakhs . The Committee also examined the general recommendations containedin Sir Arthur Dickinson's report on the system of accounting, audit andstatistics of rai lwa ys. They scrutinised proposals regar din g the reorganisation of cadres on railways, including the establishment of the Central Standardisation Office and the abolition of the post of Technical Officer, RailwayBoard.

7. Central Advisory Council for R ai lw ays. —During the year 1930-31two meetings of the Central Advisory Council were held, one in July 1930 inSimla and the other in Mar ch 1931 at New De lh i. The subjects discussedincluded the following :—

Supply of drinking water to passengers in trains.—A member suggestedthat voluntary organisations should be permitted to undertake the supply ofwater to passengers. The Ch airman explained that the subject had beendiscussed w i t h Agents of railw ays , who were unanimously of opini on th at thesupp ly of dr in ki ng water to passengers was pr im ari ly the concern of ra ilw ay



GEN ER A L A D M IN ISTR A TION . 5

adm inistrations . A f te r discussion it was agreed th at tw o organisations werenot necessary fo r th is wor k. In the course of the debate, mention was madeof an experiment that had been tried, but without success, on one railway toprovide cold) dr in k in g water in t h i r d class compartments. The Chai rmansuggested that experiments should be continued to see if it were possible toevolve some scheme at a reasonable cost, whereby cold water for drinkingpurposes could be sup pli ed in the compartments of t h i r d class carriages. Itwas also suggested that orders should be issued to Agents, that before thebeginning of each hot weather, they should consult their Local AdvisoryCommittees regarding the arrangements for the supply of drinking water, whomight be in a position to give valuable assistance in this respect.

Rules for the recruitment and training on State-managed railways ofapprentice mechanics and trade apprentices.—In the course of the discussionseveral suggestions were made, e.g., reduction of the age limit, increase instipends, reduction in the period of training, period of apprenticeship to becounted as service for gratuity, all of which have received careful considerat i o n .

Re-organisation of the cadres of the superior services on State-managedrailways.—The principal features of the scheme are the institution of aseparate cadre for each of the State-managed railways; the provision of asuitable reserve for leave, deputation and training, the abolition of the provincial engineering and local traffic services; and the constitution of a newgazetted service for prom otion of deserving subordinates . The Councilapproved of the proposals.

General policy for assistance from railway funds to railway employees for the education of their children.—The new educational policy of theRailway Board was explained and approved by the Council.

Rules for the recruitment and training of subordinate staff on State-managed railways.—The discussion centred round the subject of communityrepresentation in the services, and it was explained that the mam objectof the rules was to provide proper treatment of the interests of each and everycommunity. The rules were agreed to by the Cou ncil.

Elimination of racial discrimination in railway services.—As the question had been discussed at length along with the rules for the recruitment andtraining of subordinate staff on State-managed railways, it was agreed that no

further discussion was necessary. Rules of the railway staff benefit fund for State-managed railways.—

This fund takes the place of the former fine fund from which assistance,not provided for under the ordinary rules governing expenditure, could begiven for the improvement of facilities for recreation and amusement for thestaff and to indiv id ua ls in cases of exceptional hardship The rules of thenew fund which provide for a contribution from revenue in order to make upthe loss of income resulting from the restriction of the practice of fining, andfor the association of the staff in the management of the fund, were acceptedby the Council

8. Extension of Government Au di t on Company-managed R ail-

ways.—In 1925 the scope of audit on two company-managed railways wasextended as an experimental measure in certain directions, particularly inthe direction of greater inspection of initial records and documents in theoffices in wh ich the expenditure originated The result of the par t ial extendedaudit established the desirability of extensive audit on behalf of the Secretaryof State on al l company-managed railways . The Committee of Public Accountsalso, as a result of their examination of the accounts of 1927-28, emphasisedthe necessity of strengthening au di t on company-managed railways. W i t h theapproval of the Secretary of State and the Standing Finance Committee, ascheme of extended audit was introduced on all company-managed railways asan experimen tal measure, for a period of 3 years, w i t h effect from the 1st A p r i l

1930. The ma in features of the scheme are th at it provides for the min im umamount of continuous test check at headquarters and at all workshops andstores dep6ts, for peripatetic audit of the less important stores depots and

B 2



6 REPORT BY THE RAILWAY BOARD ON INDIAN RAILWAYS FOR 1930-31.

workshops, for inspection on the spot of initial accounts records, and surprisevisits to engineering depots, sheds, stations.

9. Meetings with Agents of Railways and Local Governments.—Meetings "were held by the Railway Board with the Agents of the principalrai lways in October, 1930, at Simla and in Ma rch, 1931, in New Del hi . Thefollowing subjects, among others, were discussed :—

Grant of railway quarters or building sites to Trade Unions on railwayland;

Design of broad gauge upper class coaching stock;Prompt payment of wages to staff;

Senior officers' course at the Railway Staff College, Dehra Dun;Procedure to be adopted in gr an ti ng medical certificates to ra il wa y

servants applying for leave on medical grounds;Contracts for the provision at certain railway stations of licensedcoolies for carrying passengers' luggage;

Discharge and dismissal of State ra il way non-gazetted governmentservants;

Access of representatives of Trade Unions to places of work;

Formation, constitution and functions of committees of representativemembers of min or it y communities for the purpose of assistingrailway administrations in the recruitment of non-gazettedemployees;

Control of expenditure under Abstract A (Maintenance of structuralworks) of the Revenue Accounts;

Adoption of " Ro-Railers " as on the London Midland and ScottishRailway;

Limitation of overtime;Passes to contractors;Economy

Visits to the number of sixty-nine were paid by the Chief Commissionerof Railways, the Financial Commissioner of Railways or by a Member of theRailway Board to the headquarters of railway administrations and to the

number of fifteen to local Governments. Copies of the tou r programmes ofthe Hon'ble Member for Railways, the Chief Commissioner, the FinancialCommissioner and Members of the Railway Board were sent in advance tolocal Governments and important mercantile associations, besides being communicated to the press

10. New Stores Purchase Rules.—The new stores purchase rules promulgated with Government of India, Department of Industries and Labour,Resolu tion No S -217, dated the 12th December 1929, came int o force fro mthe 1st Jan uar y, 1931. The rules provide that al l articles required to bepurchased for the public service, except those of a special or unusual character,must be purchased on the condition that delivery shall be made in India

for payment in rupees in In d ia They also pe rmit of a li mit ed degree ofprice preference being accorded to articles produced or manufactured eitherwho lly or pa rt ly in In di a. Departm ental instruct ions were issued by theRailway Board during the year under review for the guidance of railwayofficers who may be required to make purchases of stores under the new rules.

11. Local Advisory Committees.—In previous reports reference hasbeen made to the work that is being done by the Local Advisory Committeeson railways in bringing to the notice of the railway administrations mattersaffecting the general pub lic in th ei r capacity as users of the ra ilways . Committees have now been established and are functioning on all Class I Railways,except the Jodhp ur Ra ilw ay . A committee is also fun ctio nin g on the B ars i

L ig h t Rai lw ay wh ich is a class II rai lw ay . The committees constitu te avaluable l in k between railways and thei r clientele. The interest taken intheir work and the value attached' to their influence continue to be reflectedin the requests received from trade associations and other organisations for



GENERAL ADMINISTRATION. 7

A wrde variety of subjects has been discussed at the meetings, someof which may be mentioned m supplement of those detailed in the RailwayBoard's reports for previous years. They include such items as:—

Painting of railway carriages; inspection of railway carriages; provisionof benches and electric fans at platforms; provision of electric fans in Intermediate and third class carnages, special arrangements for festivals; specialtrains during the marriage season; provision of goods sidings; appointmentof lady ticket checkers, reservation of compartments for ladies, steamerarrangements at ghat stations; reservation of berths; wharfage; provision ofweigh bridges; speeding up of trains; tourist cars and specials; and toll on

railway bridges.12. Railway Rates Advisory Committee.—The Railway Rates Advisory

Committee, which was constituted in 1926, continued to function under thepresidentship of Sir Narasimha Sarma, late Law Member of His Excellency

representation on them. It has not always been possible to accede to theserequests, as it is felt that the usefulness of the committees is likely to be im

pa ired if thei r consti tut ion becomes unw ieldy. The desire for the publicat ionof a summary showing the work done by the committees has been met by publishing quarterly a pamphlet showing in tabulated form the subjects discussed,the recommendations of the committees accepted by the railway administrationconcerned, with or without modifications, and the recommendations which,for various reasons, could not be accepted Copies of these pamphlets areavailable for sale at the Government of India, Central Publication Branch,Calcutta.

The number of meetings of the advisory committees held on each railwayduring the year was as follows:—

Assam Bengal Railway

Barsi Li gh t RailwayBengal and North-Western Railway—

Gtorakhpore (U ni te d Provinces) . . .

Muzaffarpur (B ihar and Orissa) . . . .

Bengal-Nagpur Railway—

Calcutta (Benga l) . .

Patna (Bihar and Orissa)

Nagpur (Central Provinces)

Bombay, Baroda and Central India Railway . . . .

Burma Railways

Eastern Bengal Railway

East Indian Railway—

Calcutta (Bengal) . . . . . . . . .

Cawnpore and Lucknow alternatively (United Piovinces)

Great Indian Peninsula Railway—

Bombay . . . . . . . .

Nagpur (Central Piovinces) . . . .

Cawnpore (U nited Provinces) . . . . . . .

Madras and Southern Mahratta Railway—

MadrasI l u b l i (Bombay Presidency) . . .

North "Western Railway—

Lahore (Punjab) . . . . . .

K arachi (Sind) . . . . . . . .

Rohiikund and Kuniuon Railway

South Indian Railway . . . . . . .

T O T A L

2

1

4

4

11

3

4

12

10

9

13

6

12

3

3

7

4

11

4

4

4

131



8 REPORT BY THE RAILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31.

the Viceroy 's Executive Council. Dur ing the year the Committee enquiredinto and reported on the following three cases:—

Complaint from Mr. Manik Lai Pal and others alleging that the terminal charges on loose jute levied by the Assam Bengal Railwaywere illegal and unreasonable.

Complaint from the Kalyanpur Lime Works, Calcutta, alleging theunreasonableness of rates over the East Indian Railway for limefrom Dehri-on-Sone to Howrah and certain stations on the Bengaland North-Western Railway, as compared with the correspondingrates from certain competing centres on the Naini -Ju bbu lporeSection of the Great Indian Peninsula Railway.

Complaint from certain sugar factory proprietors at Cawnpore regarding the rates for jagree over the Bengal and North-WesternRailway, when consigned to stations on other railways via Cawnpore, the allegation being that the rates were unduly high.

Evidence in the first two cases was led at considerable length and indue course comprehensive reports were submit ted by the Committee. In th efirst case the Committee's report is under consideration by Government.As regards the second, the Committee's recommendation, which supported thecomplainant's view except as regards the rate to Howrah, was accepted byGovernment. The t h i r d compla int was compromised by the parties du ri ngthe course of the hearing.

Under instructions from the Government of India, the president ofthe Committee, in consultation with the railway member of the committee,examined various proposals that had been put forward from time to timefor a revis ion of the India n Rai lways Act (1890) In pursuance of apress communique' issued by Government in November 1929, the president andthe railway member conferred with commercial bodies, chambers of commerce, traders and others interested in regard to this matter, more particularlyin regard to enactments dealing specially with the carriage of goods andpassengers. The president's report on the subject is now under the consideration of the Railway Board.



FINANCIAL RESULTS. 9

C H A P T E R I I .

FINANC IAL RESULTS.

13. The pr in ci pa l results of wor ki ng of railw ays are summarised in thetable belo w:—

Revised figures.

14. T rade review.— Exports .—The world depression in trade had its-effect upo n the exports and imports of the country. The to tal value of theexport trade in 1930-31 amounted to Rs. 220 crores as compared with Rs. 311crores in the previous year, a decline of Rs. 91 crores or of 29 per cent, ascompared w i t h th at year. Shipments of ra w ju te contracted fro m 807,000tons valued at Rs. 2717 crores to 620,000 tons valued at Rs. 12-88 crores.

There was also a decline in the value of jute manufactures exported fromRs. 51.92 crores in 1929-30 to Rs. 31 89 crores during the year under review.Exports of raw cotton fell from 727,000 tons to 701,000 tons in quantity andfr om Rs. 65 08 crores to Rs. 46 33 crores in value. Despatches of cottontwist and yarn amounted to 23-5 million lbs. (Rs. 1 58 crores) against 24-6m i l l ion lbs. (Rs. 1-90 crores) recorded in 1929-30. Shipments of cottonpiecegoods also showed a decline of 35 million yards in quantity and Rs. 1-35crores in value and amounted to 98 million yards valued at Rs. 3 32 crores.The total exports of oilseeds receded from 1,195,000 tons (Rs. 26-47 crores)to 1,037,000 tons (Rs. 17-86 crores), a great part of this decline being accountedfo r by a fa l li ng off in shipments of groundnuts by 113,000 tons in qu an ti ty and

by Rs. 6.72 crores in value. Am on g the other varieties of oilseeds, linseedshowed an increase of 8,400 tons on the quantity side but a decline of Rs. 31lakhs on the value side Export s of gr ai n, pulse and flour advanced by 104,000tons to 2,614,000 tons, chiefly as a result of larger shipments of wheat, whichamounted to 196,500 tons as compared w i t h 13,000 tons m 1929-30 Ex po rt sof rice not in the husk, however, fell off from 2,298,000 tons to 2,254,000 tonsduring the year under review. Consignments of tea shrank fro m 376-6m il li on lbs. valued at Rs. 26 00 crores to 356-2 mil li on lbs. valued at Rs. 23-56crores. Hides and skins showed a decline of 8,000 tons under the rawvarieties and of 3,000 tons under the tanned or dressed descriptions. Ex po rtsof lac were returned at 547,000 cwts. (Rs. 3 14 crores) against 669,000 cwts.

(Rs. 6-97 crores) recorded in the preceding year. Shipments of coffee improvedfrom 184,000 cwts. valued at Rs. 1-45 crores to 293,000 cwts. valued atRs. 1-92 crores. There was a decline of about 20 mil li on lbs. under raw wool,the year's consignments hav ing amounted to 30-5 mil li on lbs. o nly.

Particulars.

(i) Total route mileageopen for traffic

(ii) Number of passengersoriginating

(iii) Number of passengermiles.

(iv) Tons originating

(v) Number of to n miles .



10 REPORT BY THE RA ILW AY BOARD ON IN D IA N RAILW AY S FOR 1930-31.

Imports.—Compared with 1929-30, the imports of foreign merchandisefell by Rs. 76 crores or 31 per cent., the total value recorded during the yearunder review having been Rs. 165 crores. The most noticeable decreaseswere those recorded under yarns and textiles and fabrics (—Rs. 39 crores),metals and manufactures thereof (—Rs. 8 crores), sugar (—Rs. 5 crores),machinery and mill-work (—Rs. 4 crores), and under grain, pulse and flour(—Rs. 3 crores). Com ing to details, im ports of cotton piecegoods contractedfrom 1,919 million yards valued at Rs. 50 crores to 890 million yards valuedat Rs. 20 crores. Cotton tw is t and ya rn also shrank from 44 mil li on lbs. to29 million lbs. in quantity and from Rs. 6 crores to Rs. 3 crores in value.Imports of iron and steel and manufactures thereof fell by Rs. 6 crores toRs. 11 crores. Consignments of ra w cotton from foreign countries morethan doubled in quantity, totalling 58,000 tons against 24,000 tons recorded

in 1929-30; but the value improved by a proportionately smaller margin fromRs. 3-42 crores to Rs 6-39 crores. Im po rt s of wheat amounted to 232,000tons, which were smaller than the preceding year's receipts by 125,000 tons.Arrivals of sugar were on a reduced scale, total quantity imported havingbeen 1,003,000 tons (Rs. 11 crores) against 1,011,000 tons (Rs. 16 crores) in1929-30. Impor ts of oils fel l off by 11 mil li on gallons in quan tit y and by acrore of rupees in value, the major part of the decline having been due tosmaller receipts of kerosene o i l . There were also noticeable decreases underprovisions and oilmen stores, glassware, hardware, paper and pasteboard andtobacco.

Balance of trade.—The visible balance of trade in merchandise and

treasure in 1930-31 was Rs. 38 crores in favour of India as compared withRs. 53 crores in the preceding year.

15. Financ ial results of working .—The general economic depression,the civil disobedience movement during the year, and the growing motor-buscompetition everywhere combined! to reduce gross traffic receipts by over 7½crores below the previous year, and this, with an increase in interest chargesof over two crores, resulted in a net loss of 5 19 crores from the working ofrailways as compared1 w i t h a ga in of 404 crores in 1929-30. In order tomeet this deficit, and to pay the contribution to general revenues of 5¾crores, the railway reserve fund had to be drawn upon to the extent of nearly

11 crores, leaving a balance of less than 5½ crores. The table below compares the financial results in 1930-31 with those of 1929-30.(Fieures in thousands)

(i) (a) Gross Traffic Receipts .

(b) Surplus profits from subsidizedcompanies . . . .

(c) In te i est on Depr eciat ion andreserve Funds . . . .

(d) Other Miscellaneous Railway Re

cerpts

Total Receipts

(ii), (a) Working expenses (excluding Depreciation)

(b) Depreciation

(c) Surplus profits pard to Companies . . . .

(d) La nd and Subsidy to Companies . . . . .

(e) Interest

(f) Miscellaneous Ra ilw ay Exp end iture

Total




In addition to the heavy decline in gross traflic receipts, there was adiminution of 38 lakhs in the surplus profits from subsidised companies of

which the most important, the Southern Punjab Railway Company, was-bought out in January 1930, and the total receipts fell by nearly 8 crores

On the other hand, total working expenses were nearly ¾ crore lowerthan in 1929-30, in spite of the contribution to the depreciation fund beingabout ha lf a crore higher Th is reduction is, however, deceptive, as it isdue to a cre di t to wo rking expenses of about 12 / 3 crores by book adjustmentsw i t h the Deprec iat ion Fun d of erroneous transactions m past years, (againsta smaller adjustment of 40 lakhs in the previous year) and but for- theseadjustments, ordinary working expenses (exclusive of depreciation) wouldhave been about the same as in the past year

Miscellaneous railway expenditure showed a decrease of ¼ crore, as aresult of the share of surplus profits payable to railway companies and IndlianStates being less than in the previous year.

16. These decreases amounting to a crore in all were insufficient to coverthe growth in interest charges, and the total expenditure debited to railwayrevenues was 1¼ crores higher th an in the previous year. The increaseof 2¼ crores in interest charges is partly due to the increase in thecapi ta l at charge ow ing to new lines and open line works Pa rt ly , however,it is due to a change in the method of calculating the average rate of intereston capi ta l outlay after 1916-17 The previous procedure had been to ar riveat the rate by dividing the total interest charges on loans floated after that

date by the nominal amount of the debt outstanding This did not representthe actual cost of borrowing as it did not make allowance for the circumstanceof loans floated at a discount or at a premium It was decided thereforeto substitute m the calculation the actual amounts realised for the nominalamounts Th is has resulted in an increase of approximately one- thi rd ofone per cent in the rate and about a crore in the annual interest chargesborne by railway revenues

17. Earnings.—The table below compares the earnings of the more important individual railways in the two years 1929-30 and 1930-31

North Western . . . . .

Eastern Bengal . . . .

East Indian

Great Ind ian Peninsula . . . .

Burma

Bengal Nagpur

Bombay, Baroda and Central India

Madras and Southern Mah rat ta .South Indian

Other railways

(iii) Net—

Gain

Loss . . . . . .

(iv) (a) Con tri but ion from rai lwa y togeneral revenues

(b) Amount transferred from RailwayReserve Fund

(Figures in lakhs).



12 REPORT BY THE RAILW AY BOARD ON IND IAN RAILW AY S FOR 1930-31.

The only railway which shows an increase is the North Western: and,here, the purchase of the Southern Punjab Railway on 1st January 1930, andthe inclusion of its earnings for the whole year, conceals a real decrease ofover ha lf a crore. Other railways fared as badly, or worse

The East Indian and the Great Indian Peninsula Railways fared worston actual figures, being about I

2 / 8 and 1¼ crores down respectively, but these

represented only about a tw el fth of their previous year's earnings. Thedecrease on the Bengal Nagpur Railway was over a crore—nearly an eighth,and that on the Madras and Southern Mahratta Railway just under a crore—a nin th of its earnings in 1929-30. Relatively the worst sufferer was theEastern Bengal whose earnings fell by 13 per cent, or 87 lakhs.

The decrease of 161 lakhs on the East Indian Railway is, apart fromthe general trade depression, principally due to road motor competition,the Kumbh Mela at Allahabad in 1929-30, decreased movements of Burmaand Bengal rice and boycott of Java sugar and foreign cloth . The decreaseof 125 lakhs on the Great Indian Peninsula Railway was due to reducedexport of cotton due to greater production in America, less consumption ofcoal by the public, competition of Soviet Russia in the traffic of metallic ores,lack of money among agriculturists for travel purposes and fall in marketprices. The fa l l on the Bengal Nagpur Ra ilway was due to the decrease inthe manganese traffic in spite of the introduction of reduced rates to revivethe trade The passenger and goods traffic on the Madras and SouthernMahratta Railw ay, though the latter showed improvement towards the end ofthe year, was badly hit by general trade depression combined with low pricesand the result was a drop of 99 lakhs in the earnings. Among those wh ic hsuffered a comparatively smaller loss are the Bombay, Baroda and CentralIn di a, Burma and South Ind ia n Railways . The loss on the Bombay, Barodaand Central India Railway occurred under coaching traffic, general merchandise, fuel and mili tar y traffic. The loss on the South Ind ian Rai lway was due tofloods and breaches, and motor bus competition The decreases on the AssamBengal and Bengal and North-Western Railways were due to the poverty ofthe agriculturist class owing to the fall in prices of produce.

18. Ordinary working expenses (excluding depreciation)-—The tablebelows shows the var iations in o rdina ry wo rk in g expenses on in di vi du al r a i l

ways : (neglecting the book adjustments already referred to)—

The large increase in the North Western Railway is mainly accountedfor by the purchase of the Southern Punjab Railway.

19. In the fol lowing table the wor kin g expenses of 1929-80 and 1980-31are compared by the major heads into which railway expenditure is divided.

Noith Western

Eastern Bengal

East Indian . . . . .

Great Indian Peninsula . . . .

Burma . . . . . .Bengal Nagpur


Madras and Southern Mah rat ta .

South Indian

Other railways

Total

(Figures in lakhs).




20. The usual increase in expenditure classified under general administration due to accrual of increments and employment of additional staff fornew lines has been added to by special circumstances such as gratuities to discharged workmen, e g , on the transfer of the Bombay, Baroda and Central

India Railway workshops to Dohad.More than half of the decrease of 235 lakhs under repairs and mainten

ance and operation is due to the book adjustments already referred to, but,to the extent of 110 lakhs, there has been a real decrease This reductionhas been effected by the special efforts made by railway administrations toeconomise expenditure The mam directions in which economies wereinitiated during the year were reduction m tram mileage, increase in theperiod between repairs to rolling stock and structures, closing down unimportant stations, yards and engine sheds, reduction in temporary stall, andin the overtime worked in shops, leaving certain vacancies unfilled, and so on.These measures formed the beginning of the economy campaign which was

continued with still greater intensity in the following year.

The increase of nearly half a erore under Depreciation Fund follows theaddition to the value of the assets which was made during the previous year,while the large decrease (of 2 / 3 crore) in the share of expenses recovered fromworked lines is due mainly to the Southern Punjab Railway ceasing, by purchase, from being a worked line

21. The contribution to General Revenues amounted to 574 lakhs, or 38lakhs less than in 1929-30.—The statement below shows how this is arrivedat:—

(Based on actuals of penult imate year 1928-29 )

TOTAL RECEIPTS

1. General Administration

2. Repairs and Maintenance andOperation . . . .

3. App ropr iati on to DepreciationFund

Total

Deduct —Worked lines and suspense . . . . .

Total Working Expenses

(Figures in thousands.)

1. 1 per cent on capital of 6,93,73,41 at charge -commererallines—to end of 1928-29

2. (i) Receipts (1928-29)—

Grosa traffic receipts—commercial lines .

Subsidized companies—share of surplus profits

Interest on depreciation and reserve fund balances anddividends on investments in branch lines and miscellaneous receipts . . . . . .

(Figures in thousands of rupees.)



14 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RAILW AY S FOR 1930-31.

23. The amount appropriated to the depreciation fund by debit to theworking expenses of state-owned railways and the amounts drawn from thisfund to meet the expenditure incurred on replacements and renewals actually

1925-2G

1926-27

1927-28

1928-29

1929-30

1930-31

5.31

5 0 5

5.41

5 2 2

4.65

3-70

Working expenses—commercial lines

Indian States and railway companies' share of surplus

Interest—

On capital at charge—commercial lines

On capital contributed by Indian States and com-

Miscellaneous railway expenditure

Contribution at 1 per cent, on capital at charge—commercial lines . . . . .

64,83,85

1,59,14

2,91

26,40,72

1,50,42

31,66

6,93,73

T O T A L C H A R G E S

(IV) Contribution o f one-fifth o f surplus . . . .

3. Total contribution from railway revenues 1 plus 2 (iv)

Deduct —Loss on strategic lines—

( i ) Interest o n capital o f 33,10,29 . . . .

4. Net payment due from railway to general revenues in1930-31 met by transfer from Railway Reserve Fund

1,01,62,43

2,59,20

51,84

7,45,57

1,41,81

30,19

1,72,00

5,73,57

(ii) Charges (1928-29)—

(Figures m thousands of rupees.)

Rs. Rs.

22. The re turn dur in g 1930-31 on the to tal cap ital at charge of both commercial and strategic lines is 3 70 per cent, or about 0-95 per cent, less thanin 1929-30 This compares wi th the returns during the last 5 years as

follows •




-carried out on those railways during 1929-30 and 1930-31 are given in thestatement below:—


Railways.

State Lines managed by State.

North Western

Eastern Bengal . . . . .

East Indian . . . . .

Great Indian Peninsula . . . .

Aden . . . . .

State Lines managed by Companies.

Bengal Nagpur . . . . .

Bombay, Baroda and Central India .

Madras and Southern Mahratta

South Indian . . . . .

Other railways

Adjustments :—1. Net result of adjustment of credits on

account of released materials and ex

penditure on non-wasting assets ofcompany-worked railways under Repairs and Maintenance.

2. W rite back of Renewal and Replacement expenditure of the company'ssections of the Bengal and Nort h-Western and Rohilkund and Kum-aon Railways for the years 1924-25to 1929-80.

TOTAL

Credits toDepreciation

Fund by debitto Revenue on

account ofdepreciationin 1929-80.

2,58,35

86,36

2,21,29

1,82,56

48,28

11

1,23,95

1,38,15

90,05

65,30

49,58

12,58,98

Amount spenton Replacements and

Renewals andcharged to

DepreciationFund in1029-30.

1,41,44

62,01

2,46,76

1,06,56

49,73

1,51

£,04,12

96,57

94,95

88,88

43,35

40,35

11,76,17

Credits toDepreciation

Fund by debitto Revenue on

account ofdepreciationin 1930-81.

2,68,35

91,70

2,29,25

1,89,21

51,72

1,31,75

1,33,50

87,55

69,62

53,88

13,06,53

Amou't epenton Replace-uioiva and

Ronewals andcharged to

DepreciationFnnd in1930-31.

1,80,21

76,50

2,18,13

1,17,56

39,38

1,01,27

97,34

61,43

55,82

26,25

2,24,90

— 59,20

11,39,59

24. An analysis of the financial results of the working of the railwaysowned by the State is given in the following statement, for the last three years,by each railway:—




State Lime* managed by State.

North Western

Eastern Bengal

East Indian

Great Indian Peninsula

Boras

State Lint* managed by Compunres.

Bengal Nagpur . . . . . . . .

Railways. Year.

J DeductJ amount of

(d) capital

capital bated by

and Indanand lndan

States.

NetGovernmentCapital atcharge.

Receipts.

WorkingExpensesincludingDeprecra-

tion

NetReceipts.

Percentageof NetReceiptson Capi

ta l atcharge,

CHABGE A

G E I T I H U X

Paymenton accoantof share of

SurplusProfit*.

GAINST NKT

RBCEIPTS.

InterestAnnuity

and SinkingFund

charges.

Gain. Loss.



For (d), §, l|, ¶ † ‡ and * okase see foot notes on page 18.

Bombay, Baroda and Central Indi a .


Sooth Indian . . . . .

Other railways . .

Suspense

Adjustments:—1. Net result of adjustment of credits on account of released

materials and expenditure on non-wasting assets of company-managed railways under Repairs and Maintenance.

2. Write-back of Renewal and Replacement Expenditure of theCompany's Sections of the Bengal and North Western andRohilkund and Kumaon Railways for the yean 1924-25 to1920-30

Interest on Depredation and Reserve Fund balances

Net Miscellaneous Receipts and Charges not attributable to any .one Railway.

Total (Central) . .

F I N A N C I A L

R E S U L T S .



(Figures in thousands of rupees.)1 8

R E P O R T

B Y

T H E

R A I L W

A Y

B O A R D

O N

I N D I A N

R A I L WA Y S

F O R

1 9 3 0 - 3 1 .

1

Jaipur Durbar . . . .

Limbdl „ . . . .

Paknpnr „ . . . .

Mysore „

Travancare „ . . . .

*Includes recoveries from Travancore Durbai

928-29.

7,66

6

21

25,07

19

8

1929-30

7,79

7

21

22,86

43

19

1930-31,

6,99

12

1718,18

1,00

Railways. Year.

(d)Capital atcharge.

Deductamount of

capitalcontri

buted byCompanies

andIndianStates.

NetGovernmentCapital at

charge

Rectipts.

WorkingExpensesincludingDeprecia

tion.

NetReceipts.

Percentageof NetReceiptson Capi

tal atcharge.

C H A R G E A G I N S T N E T

R E T E N U E R K C K I P T S .

Paymenton accountof share

of SurplusProfits

InterestAnnuity

andSinking

Fundcharges.

Gain. Lost.

1

State Lines managed by Companies—coneld.

ProriBckl Railways .

Grand Total (Ceatral and Provincial)

Naeth Western (Commercial) \

Non-Commercial (Strategic) (North Western and Aden Rail- -

(a) Represent figares on aceoant of subndiwd Companies, etc.(J ) Figures of Capital at charge include sterling liabilities involved in the purchase of Ra il

ways converted at la. 6d. to the rupee.

† Include* Capital provided by the P alanpar Durbar.

‡ In cludes payments to Durbars—

§ Represents payment of surplus profits of the Burm a Railways for the year 1928-29 whichcould not be paid in that year as final settlement was not arrived at between the Government of India and the Burma Railways

|| Includes capital e\penditure on Tinnevelly Quilkm (Indian State Section).¶ Includes Rs 52 7 representing the outlay on the Suramangalam-Satem Railway and Rs. 69-30

on Tanjore District Board Railway brought on without financial adjustment,(c) Inc lude, Aden Railway .—

Cjlun m 6 excludes 96 for Aden Railway (strategic portion)7 „ 96 „ „ „

Net receipt for Aden strategic is " Nil"(6) Includes Aden Railway :—

Column 6 . . . 3 3„ 7 . . 7 6

„ 8 . —43(e) Includes Aden Railway :—Column 7 . . . 8 9

„ 8 —89




25. An al ys is of earnings.—The tot al earnings of al l Ind ia n railways,including those with which the Government of India is not directly concerned,amounted to Rs. 106-57 crores, of which Rs. 6441 crores or 604 per cent,were from goods traffic, Rs. 3429 crores or 323 per cent, from passengertraffic and Rs. 7-87 crores or 7-3 per cent, from parcels, luggage and miscellaneous items.

26. Passenger earnings.—Passenger earnings showed a decrease of 111per cent, from Rs. 38 58 to Rs. 34-29 crores. The foll owin g table shows thenumbers of and earnings from passengers separately for each class for the 4years previous to the wa r and for the 5 latest years. Graphs are also insertedshowing the numbers of passengers carried and of passenger miles by classesfrom the beginning of 1923-24:—

Year.

N U M B K R O F P A S S H N G E R S C A R R I E D ( I N

THOUSANDS).

1stClass.

2ndClass.

InterClass.

3rd Class.

Seasonand

Vendor'stickets.

EARNINGS FR0M PASSENGERS (IN

THOOURANDS OF RUPEES).

1stClass

2ndClass

Inter -Class 3rd Class.

Seasonand

Vendor'stickets.

"† The number of season and vendor's tickets and their earnings included under the respective classes; the formerat the rate of 60 single journeys per month.

N O T E . — I n pre-war reports the sum of the numbers of passengers carried on each separate railway was shownas the total number of passengers carried on all railways. Passengers travelling over two or more railways were thuscounted as two or more passengers. The actual number of passengers carried on all railways is in fact the same as thenumber of passengers originating and this figure has been adopted for ' number of passengers carried' in thereports from 1928-24 onwards. As the number of passengers originating is not available prior to 1923-24 the figures ofpre-war years have been modified.

27. During 1930-31, 59 million less passengers were carried on class IRai lw ays than in 1929-30 and passenger earnings decreased by Rs 4 crores.

The following statement shows how these decreases were distributed over thevarious railway administrations :—

Name of Railway.

Assam Bengal . . . .

Bengal and North Western

Bengal Nagpur

Bombay, Baroda and CentralIndia

B urma . . . . .

Eastern Bengal

East Indian

Great In di an Peninsula .

Jodhpur


His Exalted Highness theNizam's State

North Western

Roh ilkun d and Kuniaon .

South Indian . . . .

T O T A L

Variations inthe No ofpassengerscarried asoompared

with 1029-30.

- 1,883,100

- 3,284,500

- 3,061,500

- 4,942,300

- 4,261,600

- 8,784,000

- 5,440,600

- 8,414,600

25,300

- 5,956,200

- 375,800

-11,788,800

+ 587,600

- 1,270,400

-58,901,100

Variations inEarnings ascompared

with 1929-30.

- 9,77,000

- 28,75,000

- 29,97,000

- 31,50,000

- 22,60,000

- 50,29,000

- 62,93,000

- 66,10,000

95,000

- 36,53,000

- 3,97,000

- 52,98,000

+ 50,000

- 17,41,000

-4,13,25,000





PASSENGER MILESINDIAN RAILWAYS

(IN THOUSANDS)




The tonnage of, and earnings from, the principal commodities on class I

railways during the last two years are shown in the statement below. The

only commodities which showed an appreciable increase in earnings are wheat

and petrol.

Commodity.

Decreases.

Fuel for public and ForeignRailways.

Cotton raw and manufactured.

Metallic ores

Bice . . . . .

Iron and steel wrought .

Materials and stores on Revenueaccount.

Kerosene . . . .

Railway materials

Gram and Pulse and othergrains.

Salt

Fodder . . . .

Jute, Raw . . . .

Tobacco . . . .

Wood, unwrought.

Live stock .

Marble and stone .

Mili tary t raff ic

Fruits and vegetables

Manures . . . .

Provisions . . . .

Other commodities

Sugar . . . .

Increases.Wheat . . . .

Petrol . . . .

Oil-seeds . . ,

Gur, Jagree, Molasses .

T O T A L

»

1929-30.

No. of tonsoriginating (in

millions).

21-46

1.83

3.41

4.55

1.31

15.94

0.92

6.38

2.75

1.47

0.96

1.04

0.33

1.35

0.20

3.45

0.34

1.28

0.18

117

9.44

0.82

1.68

0.26

2.79

0.70

85.96

Rs.(incrores).

10-22

6.91

1.47

4.17

2.46

3.12

1.690.94

3.53

1.96

0.61

1.47

0.82

0.85

0.63

0.98

0-38

1.08

0.14

2.89

10.64

2.03

2.03

0.77

3.95

0.94

66.68

1930-31.

No of tonsoriginat

i n g ( inmil l ions) .

2003

1-68

2.56

4.17

112

14.29

0.85

6.35

2 65

142

0 81

0.99

0.29

3.20

018

3.29

0 3 1

1.27

014

115

839

077

1.96

0.28

276

0.75

79'66

RS . ( i norores).

9.56

6-31

0-93

3.67

2.07

2-88

150

077

342

1.85

0.50

136

0 7 1

075

053

089

032

103

010

286

975

203

2-69

093 i

4 01

0-98

62.40

Decrease —Increase -

in Earnings(laks.).

—66

—60

—54

—50

—39

—24

—19

- 1 7

11

—11

- 1 1

--11

—11

—10

—10

—9

—6

—5

—4

—3

—89

+ 66

+ 16

+ 6

+ 4

—428




30. Alterations in rates and fares.—No considerable altera tions in rates-and fares were made du ri ng the year, but mention may be made of the fo ll ow i n g :—

Reduction in rate for wheat to Karachi.—At the commencement of thecold weather of 1930 the existence in India of a large surplus of wheat,estimated at not less than a million tons, which even at the low prices thenprevailing was unable to find a market either within or outside India, led theNorth Western and East Indian Railways to bring into force from the 18thNovember 1930 to the 28th February 1931 certain substantial reductions inthe rates for wheat to K ar ac hi Expectations as to a large movement ofwheat to Karachi for export were not, however, realised as Indian wheat forexport could not find a market abroad.

Minor enhancements of rates and fares.—Consequent on the serious dropin revenue which became apparent towards the end of 1930, certain adjustments in rates and fares on the principal railways were made which, whiletending to result in increased revenue, would not, it was anticipated, affectthe free movement of traffic

31. Stores Balances.—The table below compares the figures of stores,balances since 1921-22:—

(In thousands.)

Railways

Assam Bengal

Bengal Nagptir .

Bombay, Baroila

and CentralIndia,

Burma

East Indian (including Oudhand Rchil-khand)

Eastern Bengal .

Great Indian Pen-insula.

Madras and Southern Mahrattn.

North Western* .

South Indian

Other Railwny s*.

Strategic lines* .

T O T A L

1921-22

Rs

24,81

1,40,20

2,76,83

66,62

3,92,50

2,51,63

4.66,49

1,50,52

3,94,12

1,14,45

31,08

67,76

23,67,07

1922-23.

Rs

31,48

1,61.88

2,72,43

84,85

4,39,19

1,76,20

3,88,35

1.66,09

3.92,69

1,38,66

41.01

57,68

23,50,51

1923-21

R s

18,38

1,48,09

2,33.25

98,71

4,10,66

1,57,85

3,97,77

1,50,91

3,79,78

99,02

42,63

72,10

22,09,15

1924-25

Rs

12,30

1,49,44

1,77,39

84,62

3,14,19

1,21,99

2,89,49

1,02,86

2,73,36

77,04

42,59

63,38

17,08,65

1925-26.

Rs

9,49

1,27,64

1,62,48

75,00

2,81,46

1,12,27

2,38,67

84,31

2,44,34

1,13,30

36,87

82,82

15,68,45

1926 27.

Rs

12,59

1,17,17

1,46,28

44,82

2,48,17

84,07

2,23,13

76,75

2,86,41

1,08,60

39,33

83,53

14,68,85

1927-28

Rs.

13,01

1,07,87

1,67,17

59,41

2,98,92

84,89

2,53,49

93,91

3,91,59

1,23,76

46,55

92,34

17.32,41

1928-29

Rs

14,91

132,69

1,62,35

61,25

3.14,89

79,53

2,41,88

83,29

3,69,62

1,14,51

43,75

90,17

17,08,84

1929-30.

Rs.

18,04

1,36,28

1,60,82

55,25

3,03,84

77,21

2,62,01

82,60

3,47,89

1,05,72

52,69

92,45

16,94,80

1930-31.

Rs.

22,05

1,21,17

1,64,54

52,55

2,48,39

76,33

2,51,73

79,29-

2,59,81

93,76

57,14

93,76

15,20,52

* Figures revised consequent on showing strategio lines separately.




32. Compensation claims for goods.—The table below shows for eachclass I railway the amounts paid on account of compensation for goods lost

or damaged during

the last seven years. I t w i l l

be seen that the figure

for1930-31 is substantially lower as compared w i th other years. In previousreports attention has been drawn to the marked improvement under this headsince the year 1922-23 when the amount of claims paid exceeded Rs. 120 lakhs.

Claims for goods lost or damaged paid by Class I Railways (excluding Jodhpur Railway) during 1924-25 to 1930-31 *

Railways.

Asiam Bengal .

North-west

ern.

Bengal Nagpur

Bombay, Barodsand CentralIndia.

Burma . •

Eastern Bengal

East Indian .

• Great IndianPeniuaula.

Madras andS o u t h e r nMahratta.

Hi* ExaltedHighnessthe Nizam'sState.

North Western

Rohilkund andKmnaon.

South Indian .

T O T A L

1924-25.

Rs.

17,587

80,680

2,01,889

6,03,064

33,662

1,68,020

30,61,461

6,63,609

85,048

17,022

6,84,162

21,860

32,045

56,70,499

1925-26

Kg.

21,841

92,932

80,093

4,40,465

30,982

1,86,736

11,73,008

3,41,130

91,018

18,219

3,89,771

17,088

48,636

29,31,819

1926-27.

Rs.

20,979

54,988

2,60,213

41,295

1,83,822

3,82,219

1,92,400

84,859

11,211

1,55,097

4,318

45,169

15,21,939

1927-28.

Rs.

18,006

59,875

65,248

1,57,447

42,791

1,71,266

2,36,368

1.18,333

80,517

11,270

—36,383

7,347

17,691

9,49.776

1928 29.

Rs.

20,973

45,387

1,02,726

1,21,175

34,696

1,53,676

2,27,600

1.45,133

95,330

11,443

99.446

7,204

28,350

10,93,139

1929-30

Rs.

19,096

56,914

77,437

1,07,749

18,828

1,08,306

1,75,501

1,11,392

1,28,478

23,075

78,321

5,775

12,992

9,23,864

1830-81.

Rs.

15,976

26.865

60,128

96,01)

22,129

83,409

1,10 596

,1,15,364

70,612

16,206

1,26,939

2 , 6 1 1

18,826

7,65,672

P E R C R N T A G R

GOODS *

1929-30.

Rs.

0 17

0.32

0.12

0.15

006

0 30

014

0.12

023

0.16

0.08

0.17

0.04

0.14

TO

A R M N G S .

1930-31.

Rs.

0.14

0.16

0.11l

014

0.08

0 25

0.09

018

0.15

011

012

0.07

007

0.12

•These figures enclude the amount of credits afforded to home line departments lor the loss of their goods.



24 REPORT BY THE RAILWAY BOARD ON IND IAN RAILWAYS FOR 1930-31.

C H A P T E R I I I .

NEW CONSTRUCTION AND ENGINEERING WORKS.

33. Capital E xpenditure .—At the end of March, 1931, the total capitalat charge on all railways, including those under construction, amounted toRs. 869 81 crores, of whi ch Rs 783-33 crores was ca pi ta l at charge on State-owned Railways inclusive of premia paid in the purchase of Companies' lines.The remainder, Rs. 8648 crores, represented capital raised by Indian States,

Companies and District Boards.The capital at charge of State-owned Railways is composed as follows :—

By far the greater portion of this amount, namely, Rs. 7,49,98,17,000. isGovernment Capi ta l and only l / 2 3 r d or Rs 33,19,58,000 is owned by Companies. These figures include Rs 3418 crores on account of ca pi ta l expenditure to the end of March, 1931. on strategic lines.

34. The to ta l capi ta l outlay on al l rai lways duri ng 1930-31 was Rs. 14-65crores, excluding certain adjustments as a result of the purchase of theNizam's Guaranteed State Railways by His Exalted Highness the Nizam'sGovernment, of which Rs 13-21 crores were spent on State-owned Railways.The fo ll owi ng statement shows how this outlay of Rs 13-21 crores wasdistributed between open line works, rolling stock and new lines, similarfigures being given for the previous four years and for 1913-14.

Year.

1928 -29 . .

1930-31 . . . .

Works

including Storesand genera)

charges.

Rs.crores

9 3 0

1 6 7 4

17.21

1 2 4 7

18.12

5.20

O P E N L I N K S .

Rolling-stock.

Rs.

crores

7-31

4 1 3

5.37

8398

5.55

3.81

T O T A L

Rs

crores.

16-61

2 0 8 7

22-58

16.45

23.67

9.10

New lines

Rs.

erores.

1.86

6.27

9.86

8.96

6.51

411

G R A N D T O T A L .

Rs

crores.

18-47

27.14

32.4t

25.41

8 0 1 8

13.21

* £118,256,596 converted at the rate of £l =R s . 13-l/3rd and £2,575,000 representing the Great Indian Peninsula Railway Company's share capital paid off during 1925-26 converted at the average rate of exchange.

Liability and debt incurred in purchase of RailwaysLess liability and debt cancelled by the operation of

Annuities and S inking Funds . . . . .

Rs.

Direct expenditure b y Government . . . .

The above figure converted at Rs. 13 1 / 3 = £1 .

Total .

Add Provincial Railways expenditure . . . .

Grand Total

150,106,630

- 29,275,034

120,831,596*

(omitting 000)

6,22,07,47

1,61,10,28

7,83,17,75

14,61

7,83,32,36



M A D R A S & S O U TH E R N M A H R A T T A R A I L W A Y .

Dhorabhavi B ridge, Guntakal-Bezwada Section—250 span strengthened by underhung bow str ing .





NEW CONSTRUCTION AND ENGINEERING WORKS 25

35. The distribution of the capital outlay in 1930-31 over the differentState-owned lines is shown in the summary below : —

Railwavs.

Works, etc

crores

OPEN LINES

Rolhing-stock

crores

TOTAL

Rscrores

New lines

Rscrores.

GRAND TOTAL.

crores

36. Lines opened dur ing 1930-31.—573 09 miles of railways wereopened to public traffic du ri ng the vean and consisted of —

306 13 miles on the 5'-6" gauge

266 9(5 miles on the 3'-33 / 8" gauge

37. Details regarding the sections opened are given below —

Name of lme

Jemadipeta to RaraghadaHarishaukai Road to Titrlagarh .

Manondragarh to Chirmiri

Rayagbada to Thariualh

Vaead to Katana .

Unao to Madhoganj

Utratra-Hvdergarh

Korukkupettar-Veyaaar paudy

Mahrabpur to Padidau

Fort Abbas to Baghdad

Dhing Bazar to Mairaban

Mashrak Thawo Extension

Nyaungdo to Kyaukpadauug

Ledarmer to Ramwara .

Pndukottar-Mauamadurar

Salern-Chmnasalem Motion .

Tahsil Bhadra-Ludhr Junction

Shimoga Towo-Ragihosahalh

Mavl i to Kankrol i

E

Bengal Nagpur


Eastern Bengal

East Indian

Groat Indian Peninsula

Madras and Southern Mahratta .

North Western

South Indian

Other Railways

T O T A L

Owner

•State

Indian State Lint

State

Mate

Jodhpur State

State

State

Bikanor State

Mynore Sate

Indian State Line

Working agenov

Bengal NagpurRailwayDo

Do

Do

Bombay, Barodaand CentralIndia Railway

East IndianRailway

Madras and South-ernI MahiattaRailway

North WesternRailway

Do

Asswam BengalRailway

Bengal and North-Wefltorn Radway

Burma Rilw aya

Jodupur Railway

South IndianRailway

Do

Bikaner State

RailwayMysore StateRailway

Udaipur Chitor-garh Rallway.

Date of opening

12th April, 1930

30th September 1930

23rd January, 1931

31st Murch 1931

1st September, 1930

21st Dceember 1930

31st March, l931

16th February,

20th May, 1930

4th February 1931

20th April 1*»30.

12th January, 1931

17th July, 1!)301st May, 1930,

1st Marchl, 19311st July, 1930

3rd Februay 1931

13th November 19.10

12th April, 1930

1st November 1930

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26 REPORT BY THE RA ILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31.

38. Lines sanctioned in 1930-31.—During the year under review sanction was accorded to the construction of new lines totalling 16800 miles.

Miles.

5' 6" 11312

3' 33 / 8» • . 54.88

39. Lines under construction on 31st March, 1931 At the end of thefinancial year 1930-31 a to ta l of 809 85 miles of new lines was under activeconstruction distributed as follows :—

Miles.

5' 6" 4 8 8 0 0

3' 33 / 8» . 20143

2' 6" and 2' 0" . 120 36

40. The lines under construction are given in the table below which also

shows the construction agencies and the progress reached :—

Name of line.

*Birmatrapur- Guttitana.gar

Rarpnr-V iziznagrram . . .

*Contar Road-Cnntur

Kaltikhali - Bhatiapara

*Dacca-Ancha .

Calcutta Chord

Lucknow-Zafarabad .

*Kartal to-Kamasm

*Khamsraon-Chikli

*Belapur-Sheogaon

*Amraoti-Narkhed

*Bhadruivhalam R oad to R ama ram

Mohamadabad Brdar to Putli

*Qadran-Beas

*Lvallpnr-Chananwala

Tharushah-Sakrand

Nawabah ih Taindo Adam

Chinrot-Chhimikhichr

Shahpur City-Klmshab

Sholashahar (Chittagontr)-Dohuzari

*Halvad-Malia .

*Khahpur-Khakhal .

*Wagrod-Khareda

*Vriapur-Ransrpur

*Taungdwitigyr-Patango

*T rans- Irra waddy Section of Minbu

and Pakokku District Railways.

(Malun to end.)

Irrawaddy Bridge at Sagaing

T angla-Behiri . . . .

Working agency.

Bengall Nugpur

Railway.

Do.

Eastern BengalRailway

East Indian Rail

way

(treat India n Pe n--insula Railway.

His Evalted High-ness the Nizam's

State Railway.

North Western

Railway

i

Assam-Bengal

Railway.

Bombay, Baroda

and CentralIndia.

Burma Bailwaya .

Eastern Bengal

Rai lway.

Propress of work

Proportion completed

O.39 Work suspended unitl 19320.97 on District So. 10'90 2

o-72 „ 31.00 „ 40 00

0.45

0.09

0-90

0-80

0-10

0.01

0.35

0.04

0.00

0 33

07 on Risuale wala-Tandhan.

wala Section.

0 01 on Ta ndlianw ala-C hanan.wala Section.

0-39

0 87

0 75

0-98

0-82

0.00 Construction not started;held in abeyance.

0 00 Do.

0.00 D o.

0 00 Do.

0.40

0.01

0.41

0.15

* On these lines either constraction has not been started or work has been held in abeyanoe.



NEW CONSTRUCTION AND ENGINEERING WORKS. 27

Name of line

*Phalodi-Pokaran

*Bi lara-Jai tarn . . . .

Pollachr-Palghat

Chinnasalem-Vnddhacbalam

*Chakia-Thambanur .

† Benga l Dooars Exte nsion .

*Sidaar-Patau .

*Khainbaliya-Sahya .

*Pracln Road-Una

*Talala-Dhari .

Raghashallr-Arasln

*Cbannajanagar-Hardanhali

Ka n k r o h -Ka mb h

*Kambli-Sursinghjika Gudha

Varanushi-Gunnupui

Devgad B an a Lnubdra

Dharwa-Pusad .

*Muhnva-Anaval

*Unieipada-Bardipada

*Nawsarr-Kamraj

*Barout-Murat .

Warsamedr-Bachau

*Dholpur-Rajkhera

UJJarn to Ap ra .

*Tirupat i -Tiruchan ur .

* On these lines either construotion has not been started or work has been held in abeyance,† Completed but not in use.

41. The following is a brief account of the more important lines theconstruction of which was sanctioned or which were under construction duringthe year : —

Kalukkali-Bhateapara Hallway —The construct ion of thi s line by theEastern Bengal Ra il way was sanctioned m January, 1928 It is a broadgauge line about 48 miles long with a branch from Madukhali to Kamarkhali7 miles long, making a to ta l of 52 miles Progress has been made and it ishoped that the line w i l l be opened for traffic in December, 1931 It is possiblethat the line may be extended to Barisal at a later date

Darwha-Pusad Railway.—The Darwha-Pusad Railway is a 2'-6" gaugebranch line, about 43 miles in length, which will connect Darwha Motibagh,a station on the Central Provinces Railways, with Pusad, the headquarters ofa tal uka in the Y eotmal Dist ri ct . The construction of the line by the GreatIndian Peninsula Railway which is intended to serve an area of some 2,500

square miles with 750 villages between Darwha and Pusad was sanctioned bythe Railway Board in September, 1927, on the recommendation of the CentralProvinces Government. Construction is in progress and the line is expected tobe opened in October, 1931.i E 2



REP ORT THE R AILW AY BOARD ON IND IA N RAILW AY S FOR 1930-31

Shir Bhawani Danta Slate Railway— from Tarangu Hill Station to Ambujt Mata.—The construction of this line , a length of 35 miles on themetre gauge, as an extension of the Gaekwar's Mehsana-Taranga H i l l R a i l way was sanctioned in September, 1930, at an estimated cost of Rs. 28,79,583.The line lies for the most part in the Danta State, while a very short length,about a m i l e , passes through the Baroda and Palanpur States. I t w i l l openup the fertile portion of the Danta State and w i l l carry a heavy p i l g r i m trafficto the shrines at Ambaji Ma ta. It is financed and being constructed solelyby the Danta Durbar and after construction the Durbar will hand it over forworking to the Bombay, Baroda and Central India Railway on terms whichhave been agreed upon. The Government of India have no financial interestin the Railway.

Bidar to Purli.—The construction of this branch, a length of 113,12

miles on the broad gauge, was sanctioned in December, 1930, at an estimatedcost of Rs 95,75,696. The line lies enti rely in Hyderabad te rr it or y and theobject of the line is primarily to serve the fertile area between Bidar and Purlivia Chakur and carry traffic which at present is being carted over long distances to and from the Great Indian Peninsula Railway, the Barsr Light Railway and the Hyderabad Godavar i Valley Ra ilway The line is financed andbeing constructed and worked by His Exalted Highness the Nizam's Government and the Government of India have no financial interest in it

Pollacht-Palghat Railway.—33 44 miles . Sanction to the constructionby the South Indian Railway of this branch on the metre gauge was mentioned

in the report for 1928-29 The line is intended to serve a well cul tivated arearich in rice, groundnuts and cotton and was expected to be ready for openingby the end of 1930 Considerable diff iculties were, however, experiencedduring construction due to the unusually hard nature of the soil met with andto the presence of a malarial belt about 10 miles wide in which it is extremelydifficult to reta in labour Progress on the line has, therefore, been slow andit is expected that at least another six months w i l l elapse before it is ready foropening.

Chiniot bikushab Railway.—The Chin io t Khushab Railway was mentioned in the Railway Board's report for 1929-30 as being under constructionby the No rt h Western Railway The Shahpur-Khushab Section, a distance

of 0 miles, is now, practically ready for opening This section includes abridge over the river Jhelum consisting of 15 spans of 159 feet The bridgehas a 10 feet roadway cantilevered out on either side of the mam girders for upand down traffic The whole lin e has now been opened for public traffic excepting a small section of 3 43 miles which includes a bridge over the Chenabrive r. This section is expected to be opened in Ma rc h, 1932.

Sind Left Bank Feeders —This line on the North Western Railway wasmentioned m the Ra ilwa y Board's report for 1929-30. The first section,Mahrabpur-Padidan, has already been opened for public traffic. Construction is now in progress on the other two sections, viz., Nawabshah-TandoAdam and Tharushah-S akrand, about 120 miles in length It is expected toopen both sections m December, 1931.

42. Important lines opened during 1930-31.—Of the lines openedduring the year the following may be specially mentioned :—

Raipur-Vizianagram Railway.—The following sections of the Raipur-Viz ian agram Railway (Bengal Nagpur Railw ay) which is intended to provide a shorter route between Central India and the East Coast, and Vizaga-patam Harbour were opened for traffic during the year under review:—

(i) Jemadipeta-Rayaghada (9-45 miles).(ii) Hanshanker Road -Ti tlagarh (34 80 miles).

(iii) Rayaghada-Theruvali (11-79 miles)

The country traversed by (i) rises steadily through undulating waste landwith patches of cultivation, while that traversed by (it) and (iii) is hilly andlies within the Patna and Kalahandi States





E A S T I N D I A N R A I L W A Y .

Bally Bridge—350' span being floated from erection bay.




Mashrak-Thawe Extension.—This extension 39 28 miles in length sanctioned in June, 1928, has been completed by the Bengal and North-WesternRai lway and was opened on the 12th January , 1931. It wi l l develop a th iekly

populated and fer ti le agr icul tu ra l area It gives access to the Sub-divisional headquarters at Gopalganj, of the Saran District, Bihar

Vasad-Katana Rallway.—This branch line, 27 miles m length, has beenconstructed by the Bombay, Baroda and Central India Railway and wasopened on the 1st September, 1930. It is being worked by the agency of theBombay, Baroda and Cent ral In dia Railway The line is intended to affordrailway communication in the area lying between the Mahr river and theAn an d Cambay Ra il wa y. It is also required for administ rat ive reasons Thesouthern part of the Borsad Taluka bordering on the river Mahr is a criminaldistrict and it is difficult for Government officers to reach that part of thecountry for investigation, the railway line will make the detection of crimeeasier.

Unao-Madhoganj Railway.—This section, which tonus a part of theEast Indian Railway, was opened for traffic on 21st December, 1930. Besidesforming part of a through connection from Cawnpore to the northern partof the Oudh and Rohilkhand Section, the blanch taps a fairly populous agricu ltur al area wi t h large villages which should produce considerable localtraffic. The newly completed Sarda Canal irr iga tes p a i l of this area andshould increase its productivity

Fort Abbas-Baghdad Railway (formerly known as Fort Abbas-Rohat-wali-Hotwala)—This Railway, about 88 miles in length, which is an exten

sion of the Bahawalnagar to Fort Abbas branch line, has been constructed bythe agency of the North Western Railway at the cost of Bahawalpur StateIt was opened for traffic on 4th February, 1931. The purpose of the ra ilwa yis to further the development of a tract of country which has recently beenprovided with a system of irrigation canals forming part of the SutlejValley Ir ri ga ti on Project. I t has been b u i l t and w i l l be worked by theagency of the North Western Railway for and on behalf of the BahawalpurState

Marwar Bhinmal-Ramwana Extension of the Jodhpur RailwaySystem.— Thi s branch, 19 81 miles m length, has been constructed by theJodhpur Ra il wa y for the development of the area tha t is served The presentextension is the third section to be opened making an aggregate length of 95miles. It runs southwards through sandy undulat ing country There is considerable cu lt iv at io n throughout m the rains The extension was opened totraffic on and from 1st March, 1931

Pudukkottai-Manamadura Section 60-44 miles. This section which,was opened for traffic on 1st July, 1930, forms the last link of the chord lines,Villupuram-Trichinopoly and Triehinopoly-Manamadura (South IndianRailway), by which it was intended to shorten the through route from Madrasto Dhanushkodi and Ceylon. W i t h the completion of these chord lines thetotal through distance has been reduced by 72½ miles, and when the lines

have sufficiently consolidated to permit of faster train services, it is honedthat there will be a very substantial reduction in the time taken to completethe journey from Madras to Dhanushkodi and on to Ceylon

Salem Town-Chinnasalem Section—50 78 miles. This forms the first50 miles of the important metre gauge connection from Salem to Vriddha-chalam (South Indian Railway) 83 miles, which will considerably facilitatetraffic in the direction of Cuddalore Port and also open up a large tract ofcountry at present unserved by railways The section was opened to trafficon 3rd February, 1931

43. Important New Works.— Electrif ication Works, Great IndianPeninsula Railway.—The electrified section Kalyan to Igatpun comprising49 58 route miles of double track, including the Thall Ghat which was referredto in last year's report , was opened for public traffic on the 30th July, 1930This completes the whole main line electrification scheme contemplated atpresent.



30 REPORT BY TH E RAILWAY BOARD ON IN D IA N RAILW AY S FOB 1930-31

Madras Hydro-Electric Schemes.—Mention wa s m ad e i n t he la st ye ar 's

r e p o r t o f t h e N i l g i r i M o u n t a i n R a i l w a y E l e c t r i f i c a t i o n S ch em e. T h i ssc he m e ha s s inc e be e n e xa m ine d by the Ra i lwa y Boa rd , who a r e o f op in ion

tha t a s the r e i s no p roba b i l i ty o f f unds be ing a va i l a b le f o r i t i n the ne a rf u t u r e a n d a s t h e p r o j e c t ca n h a r d l y b e r e g a r d e d a s r e m u n e r a t i v e u n d e rp r e s e n t c o n d i t i o n s , i t c a n n o t b e g i v e n a h i g h p r i o r i t y a m o n g t h e v a r i o u sp r o j e c t s t h a t t h e R a i l w a y B o a r d w i l l h a ve t o c o n si d er w h e n f i n a n c i a l c o n d i t i o n s a r e m o r e f a v o u r a b l e - T h e M a d r a s G o v e r n m e n t h a v e b ee n i n f o r m e d t h a t

no guarantee c a n be g ive n a t present t h a t e n e r g y w i l l b e r e q u i r e d f r o m theP y k a r a - H y d r o E l e c t r i c I n s t a l l a t i o n f o r t h i s e l e c t r i f i c a t i o n s ch em e

Electrification of the Madras Suburban Section—South Indian Railway.—Mention was made of th is e l ec t r i f i ca t i on in the r ep or t fo r 1927-28.D u r i n g th e y e a r u n d e r r e \ l e w w o r k w a s c o m p l e t e d a n d w a s r e a d y f o r o p e n i n g

at the end of the year

Vtzagapatam Harbour — A s a t i s f a c t o r y r a t e o f p r o g r e ss i n t h e V i z a g a -p a t a m H a r b o u r C o n s t r u c t i o n w o r k w a s m a i n t a i n e d t h r o u g h o u t t h e y e a rT h e S u c t i o n d r e d g e r ' V i z a g a p a t a m ' d r e d g e d i n t h e e n t r a n c e t o t h e n o r t h e r nb a s i n p r o v i d i n g a d e e p w a t e r a r e a i n t h e v i c i n i t y o f t h e q u a y w a i l a n din the in ne r a n d ou t e r s t r e t che s o f the c ha n ne l . Th e c om b ine d d ip pe rd r e d g e r a n d r o c k b r ea k e r ' W a l t a i r ' w o r k e d t h r o u g h o u t t h e y e a r o n t h er e m ova l o f ha u l m a te r i a l a nd roc k in the c ha nne l a nd m the e n t r a nc e to theg r a w n g d o c k T h e M u d l a r k ' a n d ' G a m i n e ' w e r e e n g a g e d o n t h er e m o v a l o f h a r d m a t e r i a l a n d a ls o o n d r e d g i n g s a n d a n d s i l t T h e d r a g l i n ee x c a v a t o r w o r k e d s t e a d i l y a l o n g t h e n o r t h e r n b a n k w i d e n i n g a n d d e e p e n i n gthe c ha nne l . Th e r e c la m a t i on sche me ha s bee n we l l a dva nc e d du r i n g the ye a ran d 148 3 acres of sw am p l an d has been re cl ai me d 14¼ acres of th is l a n d hasbeen ea rm ar ke d for off ice s i tes an d is ava i la bl e for le as i ng ou t for th i s purpo se .B e r t h s N o s 1 1 a nd 111 we re a va i l a b le f o r l i gh te r t r a f f i c , t he de p th o f thewa te r a t t he qua y f a ce be ing a c tu a l ly tha t r e qu i r e d fo r oc e a n-go ing vesse ls .Be r t h No I wa s , m a c c orda nc e w i t h p r e v ious in t e n t io ns , m a d e a va i l a b le f o rt h e s h i p m e n t o f m a n g a ne s e o r e . T h e q u a y w a l l w a s c o m p l e t e d w i t h g r a n i t ec op ing a nd bo l l a rds , t he qua y f a c e wa s m a c a da m ise d a nd the s id ings a longi t l a i d T r a n s i t s he ds N o s 2 a n d 3 a r e p r a c t i c a l l y c o m p l e t e . A l l r o a d s f o rthe de ve lo pm e n t o f the ha r bo ur a r e a ha ve bee n c om p le te d Th e a n t im a l a r i a lm e a sure s p r e v r lous ly in i t i a t e d we re c on t inue d th roughou t the ye a r wi th suc c e ss

fu l r e su l t s .

Rupnaratn Bridge — T h e d o u b l i n g o f t h e R u p n a r a i n B r i d g e w a s m e nt i o n e d i n t h e r e p o r t f o r 1 9 29 -3 0 D u r i n g t h e f i n a n c i a l y e a r 1 9 3 0 - 3 1 w o r k o frepl acem ent of the sm al le r spans an d th e e rec t ion o f the sm al l e r spans on thedou b le d l i ne we re c om ple te d As r e ga rd s the l a rg e r spa ns o f 300 ' d u r i n g theye a r p rogre ss wa s m a de in the p r e p a r a t io n o f de s igns a n d de t a i l e d d r a w in gsof the g r e a te r pa r t o f the s t r u c t u r a l w o rk a nd m a c h in e r y a n d p rogre ss a l sowa s m a de m the c o ns t ru c t i on o f the p i l e f o un da t i on o f the e r e c t ion ba y .

Kalabagh Bridge — A br i e f a c c oun t o f the p rogre ss o f c o ns t ru c t i on o ft h i s b r i d g e b y t h e N o r t h W e s t e r n R a i l w a y a p p e a r e d i n l a s t y e a r ' s r e p o r t .Fur ther good progress has s ince been made and the br idge i s expec ted to be

ope ne d to pu b l i c t r a f f ic in A ug us t , 193 1 .

Bridge over the Irrawaddy at Sagaing.— Burma Railways.— A br ie faccou nt of the pr oj ec t ap pe are d in the re po r t fo r the year 1927-28. Go od

p r o g r e s s i n e a r t h w o r k , w e l l s i n k i n g a n d c o n s t r u c t i o n o f p i e r s , e t c , h a s s i n c ebeen made a nd i t is hop e d th a t the b r id ge w i l l be ready for service by theend of 1933.

Dohad Workshops, Bombay, Baroda and Central India Railway.—The

c o n s t r u c t i o n o f w o r k s h o p s a t D o h a d f o r t h e e n g i n e r e p a i r w o r k o f t h e B o m b a y ,B a r o d a a n d C e n t r a l I n d i a R a i l w a y w a s c o m m e n c ed e a r l y i n 1 9 2 5 t o r e l i e v e t h ec onge s t ion a t t he Pa re l workshops a nd to a f fo rd room a t Pa r e l f o r the de ve lopm e n t o f suc h b r a nc he s o f work a s we re u l t im a te ly to be r e t a ine d a t t ha t p l a c e .

A t t h e s am e t i m e i t w a s i n t e n d e d t h a t f u r t h e r t r a n s f e r s f r o m P a r e l s h o u l d b ee f f e c te d i f Doha d p rove d to be a su i t a b le s i t e f o r l a rge r a i lwa y workshops ,




and in accordance with this policy the provision of a complete ' manufaetui-ing ' unit, in addition to the ' Loco: repair ' unit already in hand was commenced ear ly in 1928. W o rk on these tw o projects has been progressin g verysatisfactorily and but for difficulties connected with the transfer of staff fromBombay, the units would have been put into commission some time ago.

During the year under review further works were commenced at an estimated cost of about Rs. 48 lakhs as follows:—

additional quarters for the staff of the Loco • repair and manufactureunits; markets, merchants' shops and shopkeepers' quarters, andad di ti on al w orkshop fac iliti es and staff qua iters to enable therest of the engine repair work to be transferred from Parel

44. Open Line Improvements.—Orer bnd ges at Madras - -Th ere are

three level crossings of the South Indian Railway m the centre of Madras,viz-, Wh annel's Road, St M ar y' s Road and in the Esplanade Are a Thequestion of the replacement of these level crossings by overbridges inorder to remove detentions to road traffic has been engaging the attention ofthe Ra ilw ay Board for a long time F ir st ly , due to the war and then to w an tof settlement of certain questions connected with the scheme, the work couldnot be und ertaken W i t h the settlement of these questions and the prospectof the suburban section of the South In di an Ra ilw ay being doubled and elec trified m the near fut ur e, the constru ction of the overbridges has been sanctioned, the expenditure to be met jointly by the South Indian Railway adm in is tra tio n and the Ma dras Corporation The wor k is in progress

Doubling Caunpore-Tundla Section, East Indian Railway—The Railway Board have recently sanctioned a scheme for the doubling of the EastI n d ia n Ra ilw ay between Cawnpore and Tu nd la, a length of 142 miles Theproject is intended to relieve the congestion on this section of line which isalready working up to its full capacity and to meet developments within thenex t few years The wor k is in progress

Doubling the line between Tatanagar and Kharkai Block Hut (includingthe girder work on the Kharkai Bridge), Bengal Nagpur Railway—For sometime past it has been recognised that the single line between Tatanagar andKharkai block hut is being overtaxed and is unable to deal efficiently with the

ex is ting traffic In order to increase the capacity of the lin e, as also to meetdevelopments within the next few vears, it has been decided to double the linein question The wor k has been sanctioned and is expected to be finished inabout 1½ years

Isolation of the main line at 69 stations between Khargpur and Nagpvr.- -In 1926 the Railway Board issued definite instructions that the run throughor main line at stations should be isolated from other running lines, otherwisespeed restric tions wou ld be necessary. The Bengal Nagpu r Rai lw av therefore decided to isolate all stations on the broad gauge line through whichexpress tra ins are run and submitted an estimate, am oun ting to Rs 21,08,162,for the complete isolation and interlocking of 69 stations between Khargpur

and Na gp ur . The estimate was sanctioned by Government in Augu st, 1930.Good progress has been made and over two-thirds of the work have been completed

Kotri Bridge over the river Indus, North Western Raihvay.—The advisability of remodelling and strengthening the girders on the existing bridgeto permit running on the section between Karachi and Lahore, of the newheavy standard engines of 22½ ton axle loads now in In d ia , was acceptedIt was also decided to provide roadways cantilevered out on either side ofthe railway in place of the present highways, which is carried on the railwayfloor system, and to replace the flooring system w i t h a new one The brid ge

when completely remodelled according to the proposed scheme w i l l

providefo r the heavy mine ral stand ard of load ing. An estimate amountin g toRs. 17,26,236 for the bridge was sanctioned by the Governor General inCo unc il in Ju ly , 1930 The Local Government have agreed to contr ibutetowards the cost of the roadway.



32 REPOHT BY TH E RA ILW AY BOARD ON IN D IA N RAIL WA YS FOR 1930-31

Bombay Central Station —The necessity for the provision of a stationfor the long distance passenger traffic of the Bombay, Baroda an d C en tra lIndia Railway at Bellasis Road was explained in paragraph 00 of Volume I

of the Ra ilw ay Board's Report on In d ia n Ra ilwa ys for 1926-27. It was alsostated that the work had been put in hand. The progress made on the schemewas reported in subsequent reports The stati on was completed d ur in g theyear under review and its opening ceremony performed by His Excellencythe Go\ernor of Bombay on the 18th of December, 1930.

45. Bridge Standards Committee.-—An interim meeting of the committee was held in July, 1930, to consider the experiments recently conductedto collect data for fixing the impact factor on small girder spans, the under-h i n g idea being th at it is piobably possible to reduce this im pac t factor andextend the useful l if e of a large number of old spans A new and very prom ising method of attacking the problem was developed and is described in then in th report It was decided to postpone fu rth er wo rk u n ti l the vexed questionof the re li ab il it y of the stress records was settled Ce rt ai n stress recordsshowed very high impact stresses, which it was thought were very probablyexaggerations and unreliable Th is difficult question had troub led the B r i t i s hBridg e Stress Committee also and s t i l l rema ined unanswered The necessaryinvestigation was taken up daring the ensuing cold weather by the CentralStandards Office and it is believed that the problem has now been finally solvedand the road cleared to a substantial reduction of the impact factor

In December a joint meeting of the Committee with representatives ofbridge manufactu rers, Messrs Ta ta Ir o n and Steel Company, and the In d ia n

Stores De partm en t was held in Delhi The object of the meeting was todiscuss the difficulties experienced in India in respect to obtaining certainsteel sections, manufacture in the shops and inspection, and to avoid them asfar as is technically allowable in a ll future brid ge designs It was fou ndpossible to go a long way towards acceding to the various requests put forward by the manufacturers, and the meeting has undoubtedly resulted incloser co-operation between the groups represented

46. Track Standards Committee.—This Committee met twice, in May,1930. and Jan uary, 1931 The dra wings of switches and crossmgs were considered and these have since been standardized and brought into use Th e f i t -tings for the various types of cast iron sleepers were also standardized, thus

el im in at in g the manufacture and stocking of a large number of fittings wh ichwere very similar but yet differed sufficiently to prevent them being interchangeable A fu rthe r programme of wo rk on the same lines was inaugura tedand is being followed up by the Central Standards office

47. Signalling and Interlocking Standards Committee.—This Com-n it te e also met twice , m Au gust, 1930, and in Janu ary, 1931 At the firstmeeting the most impoitant item was the production of a manual of therequirements and regulations for single and double line token instruments andfor them- mstal la tio n, maintenance and w ork in g Thi s has since been incorporated m the revised rules for the opening of a Rai lw av The i n i t i a l stepswere taken at the same mee ting to produce a block si gn al li ng manu al At thesecond meeting standard drawings of signal fittings, about 500 in number,were inspected and passed, and these are now being issued as standard for.all State Railwavs



B E N G A L N A G P U R R A I L W A Y .

Tel River Bridge in course of construction—Raipur-Vizianagram Section.





TRANSPORTATION AND WORKING. 33

CHAPTER IV .TRANSPORTATION AND WORKING.

48. Statistics.—Volume II of the Report is a compilation of financialand statistical summaries and statements for the year under review withcorresponding statistics for the immediately preceding year (1929-30), whichafford means of comparison wi t h the w or ki n g results of tha t year. Thesestatistics cover practi call y the whole range of rai lw ay wo rk in g inc lu di ng boththe financial and op erati ng aspects The fo ll ow in g br ie f references to someof the more important operating statistics may prove of interest.

Passenger miles and net ton miles.—Probably the best index to thevolume of traffic handled by railways consists of the figures of passengermiles as regards passenger traffic and net ton miles as regards goods traffic.These terms signify the total number of passengers and tons carriedm ul ti pl ie d by the number of miles over wh ich they are moved. The figuresfor Class I railw ays , whi ch carry appro xim atel y 97 per cent of the to ta ltraffic of the Indian Railways, are shown below and register a considerabledrop in passenger miles compared w i t h the previous tw o years. Th is ismainly to be accounted for by the general decline in the trade of the conn try,as a result of which the movement of merchandise and of passengers by railway

inevitably became less.

Passenger and Goods Service.—A comparison of the tram service requiredto move this traffic is best shown by the number of train miles run, trainmiles signifying the number of trains m operation multiplied by the numberof miles run , and is shown in the statement below. It w i l l be observed th atthe passenger train miles on the broad gauge decreased slightly, although notin pr op or ti on to the percentage decrease in passenger miles As was na tu ral ,the drop in goods train miles, both on the broad gauge and metre gauge,corresponded much more nearly to the decrease in the traffic handled, thusdiffering from passenger train miles which remain constant irrespective ofthe number of passengers carried until a modification in the scheduledt r a i n service is effected. The average num ber of mi les a l l classes of passengers

were ca rr ie d decreased sl ig ht ly from 35 6 to 34-9. The figures in 1927-28and 1928-29 were 3 4 1 and 34-9. F u l l details of t r a i n and engine miles ofClass I railways w i l l be found in Statement No. 17 of Volume I I , and ofClass II and I I I railways in Statement No . 37.

C L A SS I — R A T L W A Y S , B R O A D G A U G E O LA SS I — R A I L W A Y S , M E T R E G A U G F

(IN THOUSANDS). (IN THOUSANDS).

Passenger train miles .

Goods train miles

1928-29.

87,011*46,801*

1929-30.

70,828*44,358*

1930-31.

69.21142.004

Percentage

variationswith

1929-30.

—l.59—5.10

1928-29.

28,828*22,689*

1929-30.

31,924*22,724*

1930-81.

32,26921,228

Percentageof

variationswith

1920-80.

+ 108—6.55

•Rented figures.

¥

Passenger miles .

Net ton imlcs . . . . . . .



34 REPORT BY THE RAILWAY BOARD ON INDIA N RAILWAYS FOR 1930-81.

49. Wagon usage.—Wagon usage is expressed either in the averagenumber of miles run per wagon per day, both loaded and empty wagons beingtaken i nt o account, or in the average net ton miles pe rfo rm ed by awagon per- day. It is to be noted, however, th at bo th these st at is ti ca lfigures indicate the work done by the total number of wagons on railways and not by the wagons actually in use; empty wagons are taken intoaccount even if ly in g in excess to traffic requirem ents in sidin gs. The fol lowing table shows these results for 1930-31 compared with the previous year:—

Wagon miles per wagon day

Net ton miles per wagon duy.

Bioad Gauge.

1929-30

37 9

334.5

1930-31.

36.0

314 .2

Metro Gauge.

1029 30

30 5

148.8

1930-31.

280

137.4

It w i l l be observed tha t the sta tis tic al figure whethe r of wagon miles or netto n miles records a drop , w hi ch is expla ine d by the general declinein the qu an ti ty of goods trattic car rie d A figure o rd in ar il y regarded asindicative of the efficiency of railway senvice m the movement of goods is thatof the net to n miles per engine hour The last few years have reg iste red aconsistent improvement m this direction, being, for the year under review, asregards the b road gauge 1 ,6577 6 and fo r the prev ious year 1,628-6 On the

metre gauge the figure was 763 4 tor the year under rewew as compared w i t h739 8 for the prev ious year. These figures relate to engines in use and notengines on line Eng ines m excess of traffic lequir einent s are stabled and consequently are no t regarded as being m use The average th ro ug h speed ofgoods trains also shows an improvement, being 10 5 miles per hour on the broadgauge and 10 3 on the metre gauge, as compared with 10 3 and 9.9 respectivelyfo r the previous year The average net load of a goods t r a m remain ed atpractically the same figure, being 384 5 tons on the broad gauge and 160-4 onthe metre gauge, as compared with 3S5 8 and 156 8 respectively for the previous year

Shunt ina engine, miles —The r elatio n of shu ntin g engine miles to t r a i nmileage whether of passenger or goods trains is a figure which also affords afair indication of the efficiency of working if watched through a period ofyears It should be explained that, apa rt fro m tr a in engine mileage on pr oductive work, many thousands of engine miles are run in connection withshunting, light running, assisting and departmental work which are termedunp rodu ctive O f the unp rodu ctive mileage the larger pr op or tio n consists ofshunting, and the following table shows the proportion of shunting enginemileage to tram mileage for the last three years both for passenger and goodstra in s The t r a m miles of mixe d tra ins are div ide d in to passenger and goodst r a i n miles according to a formula adopted for stat isti cal purposes. The

figu res it w i l l be observed, have remained fa ir ly consistent:—

Su uu t in g mi les pe r100 tram miles(Passenger andp r o p o r t i o n o fm i x e d ) .

fehuuhng miles per100 t ra in mi les(Goods and propor t ion o f mixed)

B R O A D G A U A E

1928-29 .

5.29

36.9

1929 .30

5.23*

37'7*

1930-31.

5 . 3 1

37.5

Percentageof variations with1929-30

+ 153

-0.53

MEIRE GAUGE

1928-29

5-48

328

1929-30.

5.25

32.7

1930-31.

5.10

33.2

Percentageof varia

tions with1929-30.

—2 80

+ 153

• Revised figures.



COAL CONSUMPTION.

EASTERN BENGAL RAILWAY.

526 GAUGE.

1926-27

1929-30

1930-31

PASSENGER SERVICES (INCLUDING PROPORTION OF MIXED SERVICES).

SHUNTING (INCLUDING SIDINGS).



COAL CONSUMPTION.

EAST INDIAN RAILWAY.

5'-6" GAUGE.


GOODS SERVICES (INCLUDING PROPORTION OF MIXED SERVICES)




COAL CONSUMPTION.GREAT INDIAN PENINSULA RAILWAY.

5'-6" GAUGE.

GOODS SERVICES (INCLUDING PROPORTION OF MIXED SERVICES).




COAL CONSUMPTION.

NORTH WESTERN RAILWAY.

5'-6' GAUGE.

GOODS SERVICES (INCLUDING PROPORTION OF MIXED SERVICES).







T R A N S P O R T A T I O N A N D W O R K I N G 35

Engines.— As was to have been expected in a year of de cl in in g traffic thenumber of miles obtained from each engine on the fine per day decreased Onthe broad gauge the figure became 68 as against 71 for the preceding yearand on the metre gauge 61 as against 73 The number of miles obtainedfrom each engine in use, however, has shown an improvement as alreadystated.

Repairs to rolling stock.—The percentage of engines under or awaitingrepairs to total engines again records a slight but satisfactory decrease,being 190 on the broad gauge and 15 6 on the metre gauge as compared withfigures of 19 1 a nd 161 for the preceding year The average percentage ofunserviceable wagons to the total number of wagons also fell from 6 18 to 5 66on the bro ad gauge and f rom 4 63 to 3 55 on the metre gauge The percentage of passenger vehicles under or awaiting repairs to the total number on

the li ne also decreased fro m 10 37 to 9 91 on the bioa d gauge and fro m 9 82to 8 80 on the metre gauge.

Further statistics dealing with the operation of trams such as thoserelating to vehicle miles, loads of trains, density of traffic, commoditiescarried, electric suburban train services, engine miles to coal consumption,e tc , w i l l b e f ou n d i n V o lu me I I .

50. Fuel Economy.—The results obtained from the fuel economy campa ig n du ri ng 1930-31 are illu stra ted in the graphs. It w i l l be notedthat for the two services passenger and proportion of mixed, andgoods and proportion of mixed, the coal consumption per thousand gross tonmiles has decreased compared with the results for 1929-30 and the results for

the year 1926-27 The fuel consumption however on sl iu n ti ng services hasincreased, the chief cause of which is due to the better utilisation of shuntin g power in tra ns po rta tio n yard s. To counterbalance thi s increase in thecoal consumption on shunting engines, the State worked Railways are extendin g the ra ti on in g of coal to shu nti ng engines the use of larger blast pipe capson shunting engines, and by limiting the cut-off of -hunting engines.

The drop in the fuel consumption on passenger and proportion ofmixed and goods and proportion of mixed services on the Great IndianPeninsula Railway during the year under review has been chiefly due to thecompletion of the electrification of the heavv graded sections of the GreatIndian Peninsula Railway and the consequent elimination of steam services

fr om the gh at sections on w hi ch coal consum ption used to be heavy. Assuitable locomotives are obtained and opportunities occur, the Great IndianPeninsula Railway are extending the use of coal obtained from the CentralProvinces mines on all services.

51. Punctuality of passenger trains.—The following table shows thedegree of punctuality obtained in the running of passenger trains on Glass Irailways during the year as compared with the previous year

Percentage of passenger trains not losing time to total number of trains runduring 1930-31 as compared with 1929-30.

1930-81

1989-30

1930-31

Bro ad G au ge

Metre Gauge.

A l l

t r a in* .

76.0

74 6

75'6

733

' M a i l a n d

importint

t h r o u g ht r a i n s

69.2

66 3

68.3

68-6

M i x e d

t r a i n s

79'6

77.6

7 7 2

74.4

Subur bantraing

76.793.7

88.3*

83.3

907

O t hor

passcngert m i n s

75'0

7 4 . 1

70.5

63 6

* Great Indian Peninsula and Bombay, Baroda and Central India Railways Electrio trains.

G



36 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RAIL WA YS FOR 1930-31

I t w i l l be seen that on the broad gauge there has been an appreciableimprovement and on the metre gauge a falling off in the punctuality of the running of mail and important through trains and suburban trams.

52. Bombay Electrical Services.—Great Indian Peninsula Railway.—The electrification of the main line and suburban sections of this railway isthe second largest railway electrification in the British Empire and is wellplaced in impor tance amongst sim ila r schemes throughout the w or ld . Thelast remaining section of the area was put into operation from 1st September,1930. The stages of development were as follows :—

Through electric route opened between Victoria Terminus and Kurla

vra Harbour Branch from 3rd February, 1925.

Opened to Bandra from 3rd February, 1926.

Opened to Thana rid Harbour Branch from 21st June, 1926, and viaMam line from 1st November, 1926.

Electric freight locomotives came into operation between Bombay and

Kalyan from September, 1928

Opened to Kalyan from 12th November, 1928.

Electric freight locomotive working extended to Karjat from May,1929, and further extended to Poona in October, 1929

Electric Locomotive passenger service opened to Poona from 5th November, 1929.

Goods working between Kalyan and Igatpun commenced from 20thMay, 1930

Passenger wo rk ing between K al ya n and I g a t p u n commenced from30th July, 1930

Full passenger working electrically throughout the electrified area asfrom 1st September, 1930

Throug hou t the year 271½ miles of 110 K . V. single cir cu it transmissionlines have been maintained m full commission for supplying power to 11 substations in the electrified area beyond K al yan Fifte en tr ac ti on sub-stationsof a to ta l capacity of 100,000 K i l o W a t t (norma l rate d ou tpu t) are now infull commission and their operation throughout the year has been generallysatisfac tory. Four new sub-stations were pu t in to service du ri ng the year.There are now 571 single track miles (including sidings) of overhead equipment in service. In ad di ti on to the o r ig in a l passenger locomotives whi ch wereunder trial, 21 new locomotives were put into operation and are now in service.Besides these 41 electric freigh t locomotives are now operat ing in sen icePower for the senvices is received from Tata's Hydro Electric Company andfrom the K al ya n Power Stat ion The supply from the former fail ed 11 timesdu ri ng the \ear for a to tal du ra tio n of 11 minutes Three fail ures occurredin the latter and the maximum duration was 8 minutes

Bombay, Baroda arid Central India Railway—Colaba to Bor'irh.—There

was no extension of the electr ical services dur in g the year The temporaryextension between Church Gate and! Colaba was closed down on the 31stDecember, 1930, when the section of uarlway between Church Gate and Colabawas relinquished On the closing of the Colaba-Church Gate section theChurch Gate track sectioning cabin was put out of service on 1st January,1931. A new combined tr ack sectioning cabin has been erected and wasbrought in to use on 2nd February , 1931 Generally there have been improve ments in operation and maintenance as compared with previous years, andmajor failures were practically eliminated

53. Through Mail and Express Services.—Mention was made in lastyear's report of the introduction of the Grand Trunk Express through service

between the Punjab and Southern India rid Itarsi, Balharshah and Bezwada.This train, when first introduced, ran between Peshawar and Mangalore, andfrom 1st M ar ch , 1930, between Laho re and Me ttu pa la iyam . Fro m the 1stSeptember, 1930, it has run between Delhi and Madras, connecting at thelatter station w i t h the South In d ia n Ra ilw ay boat m ai l. The Bombay,







T R A N S P O R T A T I O N A N D W O R K I N G . 35

Engines,— As was to have been expected in a year of dec lin in g traffic thenumber of miles obtained from each engine on the lin e per day decreased Onthe broad gauge the figure became 68 as against 71 for the preceding yearan d on the metre gauge 61 as against 73 The number of miles obtainedfrom each engine in use however, has shown an improvement as alreadystated.

Repairs to rolling stock.—The percentage of engines under or awaitingrepairs to total engines again records a slight but satisfactory decrease,being 19 0 on the broad gauge and 15 6 on the metre gauge as compared withfigures of 19 1 and 161 for the preced ing year The average percentage ofunserviceable wagons to the total number of wagons also fell from 6 18 to 5 66on the bro ad gauge and from 4 63 to 3 55 on the metre gauge The percentage of passenger vehicles under or awaiting repairs to the total number on

the line also decreased from 10 37 to 9 91 on the broad gauge and from 9-82to 8 80 on the metre gauge.

Further statistics deali ng w i t h the ope ration of train s such as thoserelating to vehicle miles, loads of trains, density of traffic, commoditiescarried, electric suburban train services, engine miles to coal consumption,e tc ., w i l l b e f o u nd i n V o lu m e I I .

50. Fuel Economy.—The results obtained from the fuel economy campa ign du ri ng 1930-31 are illu stra ted i n the graphs I t w i l l be notedthat for the two services passenger and proportion of mixed, andgoods and proportion of mixed, the coal consumption per thousand gross tonmiles has decreased compared with the results for 1929-30 and the results for

the year 1926-27 The fuel consumption however on shun tin g services hasincreased, the chief cause of which is due to the better utilisation of shuntin g power in tra ns po rta tio n yards To counterbalance thi s incrcase in thecoal consumption on shunting engines, the State worked Railways are extendin g the ra ti on in g of coal to sh un tin g engines the use of larger blast pipe capson shunting engines, and by limiting the cut-off of shunting engines

The drop in the fuel consumption on passenger and proportion ofmixed and goods and proportion of mixed services on the Great IndianPeninsula Railway during the year under review has been chiefly due to thecompletion of the electrification of the heavv graded sections of the GreatIndian Peninsula Railway and the consequent elimination of steam services

fr om the gh at sections on whi ch coal consum ption used to be heavy Assuitable locomotives are obtained and opportunities occur, the Great IndianPeninsula Railway are extending the use of coal obtained from the CentralProvinces mines on all services.

51. Punctuality of passenger trains.—The following table shows thedegree of punctuality obtained in the running of passenger trains on Glass Irailways during the year as compared with the previous year

Percentage of passenger trains not losing time to total number of trains runduring 1930-31 as compared with 1929-30

A l l

trains.

' Ma il andimportantthrough

trains

Mixedtrains

Suburbantmins

OtherPassenger

trains

* Great Indian Peninsula and Bombay, Baroda and Central India Railways Eleotrio trains.

G

Broad Gauge

1930-31

1929-30 .

Metre Ga ug t.

1 9 3 0 - 8 1 . . .1929-30



38 RLPORT BY T H E RAILWAY BOARD ON I N D A N RAIL W AYS FOR 1930-31

followe d. The general f a l l m ra il w ay revenues an d the urg en t need foreconomy (for which reductions in train mileage afford a ready means) havecreated conditions of some difficu lty in meeting improvements in t r a inservices In ad di tio n, the existence of road com peti tion has exerted a l i m i t ing influence on the extent to which economies that might otherwise havebeen possible cou ld be int roduced. Where deficiencies in t r a i n services cannotbe remedied owing to the additional cost involved, it has been found that analternative is to counterbalance the set-back to traffic by a reduction in fares.There is evidence that the private automobile and the rapid developmentof the motoring habit has affected earnings from first and second class passengers considerably. As fa r as merchanise traffic is concerned there has beenno marked development of mechanical road haulage. The rai lw ay has however lost a certain amount of traffic in merchandise conveyed on certain sectionsby passenger mo tor buses. A diffi cu lt problem at the present time is the delayinci den tal to ce rtain short distance goods traffic by r a i l ; this is a ma tter wh ichcontinues to receive attention with a view to the acceleration of the servicesby methods consistent with economy.

Great Indian Peninsula Railway.—In order to cope with the increasingwork in connection with road motor competition a separate office was openedin the be ginn ing of the year. Road competiti on continues to be severe andthere is hardly any route m the territory of the railway with fair prospectsof traffic wh ich is not explo ited by pri va te enterprise. Th rou gh the mediumof special reports a system has been established whereby the administration isenabled to gauge the extent of competition and to take remedial measures

w ith ou t delay Co mp etitio n wh ich had previously been confined to shortdistance passenger traffic has gradually extended to the passenger and parcelstraffic over longer distances and with a considerable degree of success oncer tain sections. On an average, the thr ou gh po int-t o-p oin t leng th of a busroute is 25 to 30 miles There are several sections on th is rai lw ay where goodmetalled roads run parallel to the railway line with the result that the passenger traffic is adversely affected. On one section the decrease in passengertraffic earnings during the half year ending 31st March, 1931, as comparedwith the corresponding period of the previous year amounted to 28 per cent,and in earning s of 30 per cent. It is diff icu lt to say, however, how fa r th isdecrease was due solely to motor competition apart from other factors such

as trade depression

Motor transport within the sphere of influence of the railway is not wellorganised, nor is the service efficient The convenience of the pub lic is notstudied, the buses run to irregular timings, there is no fixed basis of chargeand frequently there is an unnecessary duplication of transport facilitiesNevertheless the buses have attained a certain popularity, mainly localisethey run through the heart of towns, whereas many railway stations are atsome distance from the towns they serve A p a r t fro m variou s adjustmentsin tim ing s to suit par tic ula r sections of the line, a few a dd itio na l tr a in serviceswere intr oduced on certain sections On the other hand others had to be

disco ntinued as they were being worked at a loss. On cer ta in sections reduction in fares has been found to be an effective means of preventing loss oftraffic A scheme was investiga ted d u r in g the year to establish in a certa inarea railway out-agencies and to run auxiliary bus services in collaborationw i t h priv at e motor agencies to act as feeders to the ra il w ay . It was hopedto bring this service into operation during the ensuing year.

Madras and Southern Mahratta Railway.—The effect of road motorcom peti tion continu ed to be fe lt as in the previous year. Th is fo rm oftransport is well established in areas where the conditions are favourable.Road motor competition is not yet seriously felt in the case of long distancetr av el and very few of the road motor services runs exceed 50 miles . Adetailed survey of the conditions on each section of the railway subject tocompetition is in hand and efforts were made to attract traffic to the railwayby providing suitable and convenient train services on the sections of lineaffected and also by the in tr od uc tion of cheap retur n tic ke ts. The subject



TRAND WORKING.

receives close attention, but there is little doubt that considerable short distance traffic has been definitely lost to the railway where the rail route iscircuitous compared with the road.

North Western Railway.—Competition from road motor buses continuesto be felt on sections where roads run parallel or short circuit the railwayExperiments were made with week-end return tickets at reduced fares andby the placing of a number of short distance trains to compete against theroad service on certain sections.

55. Ne utra l examinat ion of interchanged wagon stock.—The systemof neutral examination at junctions of interchanged wagons by inspectionstaff working under the Director of Wagon Interchange was continued atthe f ollo win g junctions :—

Jumna Br idg e-A gra East Bank. Raichur.New De lhi (formerly De lhi Sadar) W al ta ir .

Ghaziabad. Khanalampura

Ajni-Nagpur, Chheoki.

At Chheoki (East Ind ia n Railwa y) and K hanalam pura (North WesternRailway) an experiment was instituted from 5th November and 1st December,1930 respectively, of carrying out repairs to wagons by neutral staff workingunder the neutral examiner under the general supervision of the Director ofW ag on Inte rch ang e. An officer was placed on special duty to supervise theexperiment whose report has since been received and is under consideration.

56. Debits for damages and deficiencies.—The debits raised for•damages and deficiencies at junctions under neutral control show an increaseduring the year as w i l l be seen f rom the figures given below The increaseis chiefly due to the revision, in January, 1931, of the charges for damagedbody and floor pla tes, the charge fo r plates was prev iously As 8 per squarefoo t, but has now been fixed at Rs 7-8 per pla te

The figure 804,908 for 1929-30 includes wagons repaired at Raichur andWaltair for the short periods from 1st and 15th February to 81st March,1930, respectively, whereas the figure 857,433 includes wagons repaired atthese junctions throughout the year 1930-31

57. Railway Collieries.—The output from the principal railway ownedcollieries during 1930-31 compares with the previous year's output asfollows •—

Colliery.

Bokharo Ramgarh .SawangKurhurbaree and SeraroporeBhurkundaKargaliArgada

Jarangdih



40 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RAIL WA YS FOR 1930-31.

Bhurkunda Colliery.—The development of the underground workings,especially in the newly opened Kurse Seam is being rapidly pursued and allhaulage, pu m pi ng and other m in in g machinery is being electrified. In theSimana Seam, coal is being wo rke d by an electric coal-cutter. A mechanicalscreening plan t for cleaning, p ic ki ng and leadin g the whole of the output in tobroad gauge wagons was erected and works very satisfactorily.

Kargali Colliery.—During the year the following works were completeda t K a r g a l i C o l l i e r y : —

Sub-station built at 12 feet seam incline and put into service.Tra nsf orm er and Switch gear ins talle d at 12 feet seam inc lin e sub

station.300 K . V A . Transformer installed at Dh or i Colliery in place of 150

K . V . A . H. T . and L. T Switches were also changed.Com bined sub-station compressor house b u il t on new site at No. 3

Quarry.

New 750 K . V A. Transformer for Jar ang dih L ine was pu t int o service.

There was only one fatal accident at the Colliery during the year.

The distribution of the output is given below :—

Colliery.

Kan/ah.

Great Indian Peninsula Railway.

East Indian Railway

Eastern Bengal Railway

North Western Railway

Saleh . . . .

Total

Bhurkunda.

Nor th Western Ra ilw ay .

East Indian Railway

Total

Steam.

Tons.

409,074

158,288

140,006

32,436

739,804

77,096

81,331

118,427

Smithy.

Tons.

1,975

127

2,102

...

Slack & Dust.

Tons.

2,826

15,098

2,123

18,892

38,939

1,744

1,887

3,631

Rubble.

Tons.

36,6S9

47

36,736

Total.

Tons

450,564

173,386

140,006

34,733

18,892

817,581

78,840

33,218

112,058

Tonnage of coal inspected by the State Railways Coal Department.—The State Railways Coal Department inspected 6,584,355 tons of coal

requir ed fo r ra ilw ay purposes du ri ng 1930-31, as compared w i t h 6,360,264tons in 1929-30.

East Indian and Bengal Nagpur Bokharo Colliery.—An increase in output did not bring about a decrease in the cost of raising per ton owing to the



TRANSPORTATION AND WORKING. 41

necessity for spending money on essential protective works at quarries.These works have been completed during the year, and it is considered thatthey w i l l keep the quarries safe f rom inundation f rom adjoining nullahs.The cost of raising a ton of coal during the year was Rs. 2-13-6 or six annasmore than in the previous year

East Indian and Bengal Nagpur Sawang Colliery —The driving of undergro und galleries proceeded sati sfa cto rily . A new qu ar ry was cleaned of itsoverburden, and is almost ready for the ext rac tion of coal The fu l l development of this colliery has been somewhat delayed owing to financial stringency.

Bombay, Baroda and Central India and Madras and Southern Mahratta joint Jarangdih Colliery.—This colliery is being equipped for an output of620,000 tons per annum. The progress an tic ipate d in the scheme of development of this colliery has not been realised owing to large quantities of gasha vin g been met w i t h in unde rgrou nd w or ki ng Moreover, a serious explosion on 20th July, 1930, caused great damage in the underground workingsand has fu rt he r ret ard ed progress in development. The amount raisedduring the year was 94,970 tons as against 126,991 tons in the previousyear.

Bombay. Baroda and Central India and Madras and Southern Mahratta joint Religara-Dari Colliery.—This property was acquire d in 1923 Development has been suspended for some years on the orders of the Railway Board

East Indian Railway Giridih Collieries, Serampnr Colliery.—In spite ofthe difficulties ar isi ng from a fire in the central pi t , coal is being worked fromthat p i t W o rk in the other pi ts was satisfactory , and extensions of a shaftand an inclined plane have been pushed on rapidly

Kurharbarac Colliery — Dif ficu lt conditions in pi ll ar extrac tion areas havebeen successfully o\ercome Improvem ents in screening pla n t are heingcarr ied out IVveJopment generally was satisfactory . W hi le there was aslight decrease in the total output of these two collieries, the cost per ton onth is ou tpu t, excluding colliery consumption was Rs 4-6-1 in the year underreview as against Rs 4-7-11 in the previous year

The outturn from the by-product plant was : —

Coke

Tar . . . . .

Sulphate of Ammonia .

Sulphuric Acid

Tons27,605,

1 ,033

311353

18,236 Gallons

Bombay, Baroda and Central India Railway Colliery, Kurnsia Colliery— Th is proper ty was acquired from Messrs. Ta ta Sons, L im it e d It is 300miles nearer to the headquarters of the railway than the Jarangdih andReligara-Dari joint Bombay, Baroda and Central India and Madras andSouthern M ah ra tt a collieries. Pr eli mi na ry wor k has been started It isproposed to develop the colliery for an output of 180,000 tons per annum.

Madras and Southern Mahratta Railway Colliery, Talchar Colliery.—Including the outlay during the year, about Rs. 32 lakhs have been spent onthe development of th is coll iery wh ich is proceeding sati sfa cto rily . Coal isproposed to develop the colliery for an output of 180,000 tons per annum

Bengal Nagpur Railway, Argada Colliery.—The out pu t .of the collie rywas less during the year as compared with the previous year owing to flooding which was caused by breaches in irrigation bunds in the neighbourhood

Coal mined in India.—In 1930, the coal mined in the var ious provinces of British India amounted to 22,683,861 tons as against 22,308,174tons in 1929, or an increase of 375,648 tons.



42 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31

Shipment of coal from Calcutta.—Including bunker coal, shipments-from the port of Calcutta to Indian and Foreign ports during 1930-31amounted to 2,804,875 tons, of which 652,971 tons were on account of Indian

Railways, and 170,145 tons for the Ceylon Government Railways, or a totalof 823,116 tons as compared w i t h 902,912 tons in 1929-30. Th e aboverepresents ship ment by sea-going vessels. At the Dock and Ga rde n Reachcoal berths, 131,158 tons of coal were shipped by boats and flats during the-same period.



(2) M ETRE. GAUGE

(I)

BROAD GAUGE

Number of Locomotives provided for

in the Rolling Stock Programme.

Number of Locomotives provided for

in the Rolling Stock Programme.



(7)BROAD GAUGE METRE GAUGE

General Service and Other Types of Wagonsin Units provided for in the Rolling

Stock Programme.

General Service Wagons shown thus

Other Types shown thus

General Service & Other Types of Wagonsin Units provided for in the Rolling

Stock Programme.

(5)

BROAD GAUGEMETRE GAUGE.

Number of Coaching Stock Units providedfor inthe Rolling Stock Programme.

Number of Coaching Stock Units providedfor in the Rolling Stock Programme.



ROLLING STOCK AND MATERIALS. 43

59. Coaching and goods stock are stated in terms of four-wheelers, abogie being reckoned as two four-wheelers. These figures do not represent th eactual net additions to rolling stock as they include stock built in replacementof existing engines and vehicles which had reached the end of their usefull i fe .

Engines.—158 broad gauge and 46 metre gauge locomotives were replacedduring the year by new ones and in addition 16 broad gauge and 39 metregauge new locomotives were added to the stock A fur th er steady rise isapparent in the average tractive effort per engine which rose from 23,536 lbs.to 24,424 lbs. on the broad gauge and from 13,943 lbs. to 14,260 lbs. on themetre gauge.

Coaching vehicles.—975 old type broad gauge carriages were scrapped,892 of them being replaced by modern vehicles of higher capacity, with theresu lt tha t the seating accommodation was increased by 644 first class, 168second class an d 1,316 int ermed iat e class seats. On the metre gauge, therewas an increase of 235 first class, 731 second class, 852 intermediate class and9,303 third class seats.

Wagons.—2,213 broad gauge wagons were scrapped during the year and1,492 of them were replaced. The net reduction in number was thus 721 andin tonnage capac ity 2,286 tons. Th e me tre gauge stock was increased by1,406 in number and 31,306 in tons of capacity.

60. The graphs reproduced ind ica te the to ta l number of locomotives,

boilers, carriages and wagons, including replacements, provided for in theprogrammes of Class I railways during the past five years

61. Standardisation of locomotives.—At the close of the year, 660 locomotives constructed to the Indian Railway Standard designs had been receivedand placed in service, and a further 121 standard locomotives were on orderThe locomotives now in service represent 16 different types (nine 5 ft. 6 insgauge, five 3 f t . 3| ins . gauge and two 2 f t . 6 ins gauge) and include 5 ft6 ins . gauge 4-cylind er express passenger locomotives (XS) and 5 ft 6 ins.and 3 ft. 33 / 8 ins. gauge tank locomotives for short branch line passenger traffic( X T and Y T ) wh ich made the ir first appearance in I n d ia d ur in g the year.

The Locomotive Standards Committee met twice, in April and December,1930. In ad dit ion to dealing w i t h various mino r modifications in design whichfurther experience w i t h the ru nn in g of the stand ard locomotives has shown tobe necessary, the Committee prepared diagrams for two further alternative

H 2

Those ac tua lly placed on the lin e by the end of the year were as follow s :—

Item. Broad Gauge.

1901,318

1,674

Metre Gauge.

174990

3.376

Item. Broad Gauge.

174

892

1,492

Metre Gauge.

85

4G5

2,410




standard types of light metre gauge locomotive to replace the existing standardYF type which has not proved satisfactory in service and made various recommendations in regard to the application of grease lubrication to locomotives,the preliminary trials of which show a considerable economy over oil lubricat i o n .

62. Standardisation of Roiling Stock.—The total number of standardunderframes and wagons in service at the close of year was (expressed interms of 4-wheeled units) 2,132 and 5,829 respectively, of which 2,066 under-frame units and 5,243 wagon units were bu il t in I n d ia D u ri n g the yearorders were placed for a further 592 standard underframe units and 3,932wagon unit s, the whole to be bu ilt in In d ia . The Carria ge and W ag onStandards Committee met once during the year, viz., in November 1930, theprincipal subjects dealt with by the Committee being specifications for steel

coaching bodies and improved buffers for 4-wheeled and bogie stock and thestandardisation of electrical equipment The I nd ia n Ra ilwa y Standardvacuum brake part drawings were completed and published during the yearand a start was made with the preparation of Indian Railway Standaid under-frame, body and wagon part drawings which, it was expected, would be completed and published du ri ng 1931-32 De tail ed dra win gs of highe r capacityopen and covered broad gauge wagons with 19-ton axle loads (OX and CX)were prepared and orders for the construction of six sample wagons of eachtype placed with Indian firms.

63. Stores Standards Committee.—The Committee on Standards and

Specifications met once in February, 1931, and provisionally approved of 15ad di tio na l specifications. 150 I n d ia n Ra ilw ay Sta nda rd specifications weredra fte d of wh ich 95 were published . It was expected th at the pub lica tion ofall specifications hitherto adopted by the Committee would be effected duringthe year 1931-32, and the present arrears of work wiped off.

64. Supply of rails an d fish plates fro m indigenous sources.—Duringthe year orders amou nting to appr oxim atel y 92,418 tons of rai ls and 3,241 tonsof fish plat es were placed w i t h the Tata Ir o n and Steel Company. In thistonnage is inc lud ed an order fo r 11,814 tons of 115 lbs section ra il s for theEast In d ia n and Eastern Bengal Railwa ys. A representation hav ing beenreceived from the Tata Iron and Steel Company concerning the paucity of railorders received by them during the past few years, it was decided to pay an•enhanced price of Rs. 20 per ton for rails of 50—100 lbs. sections and Rs. 10per ton for 115 lbs. rails ordered for Indian Railways during 1930-31 and1931-32

65. Development of the use of indigenous timbers for carriagebuilding.—The Sturtevant kilns for seasoning timber, which were erectedat Li ll oo ah in 1929-30, came in to f u l l w or k in g du ri n g the year. The officer-in-charge of the Seasoning Section at the Forest Research Institute, DehraDun, was lent by the Inspector General of Forests and under his supervisionseveral improvements were made in the ci rc ul at io n system of the ki ln s. As

difficulty had been experienced in connection with the purchase and identification of some of the lesser known timbers which are under trial, arrangements were made with the Forest Department throughout India and Burmafor their officers to place orders for, and inspect and identify the timberrequired for 1931-32, and in consequence considerable economy in purchasewas effected.

A new type of panel, composed of veneers built up on a laminated core,was successfully prepared at the Forest Research Institute, Dehra Dun, andtwo sets of 76 panels each, were supplied to the Great Indian PeninsulaRailway, one set of toon (cedrela toona) and one set of poon (calophllum spp),

for use in two d in ing cars I t is believed' th at these panels w i l l not warp,swell or contract under changing climatic conditions to anything like thesame extent as so lid panels. Me chanical tests prove the laminated construction to be considerably stronger than solid panels of equal thicknessand the cost is about the same.



G R E A T I N D I A N P E N I N S U L A R A I L W A Y .

Electric passenger locomotive lifted by 120-ton crane, Parel Shops.







AVERAGE PRICE PAID FOR SAL SLEEPERS FOR BROAD GAUGE AND

METRE GAUGE TRACK.




During the year several railways placed trial orders for 3-ply boardsmade o f veneers of In d i a n timbers in o rder to compare them w i t h theimp orte d art icl e. The price of timb er generally fe ll du ri ng the year, especia ll y in Rangoon . A noticeable resu lt of this has been increased purchases ofBurma teak in the form of planks at rates which compare favourably withthose pai d for squares. A tendency to make increased use of In d i a n Teakand indigenous timbers was observed, especially on the North Western Railway and the East I n d ia n Ra ilw ay . The to ta l amount spent on timber, otherth an sleepers, by Class I Ra ilw ay s (exc ludin g H i s Ex al te d Highness theNizam 's State Ra ilw ay and the 'Jodhpur Railw ay) du ri ng the year wasRs. 84-50 lakhs.

66. Wooden Sleeper Purchase Organisation.—The total number ofwooden sleepers purchased during 1930-31 was 1504 lakhs broad gauge

and! 11-47 lakhs metre gauge, a drop of 7½ lakhs and 2 lakhs respectivelycompared w i t h the prev ious year. Th e decrease is due to shortage of fundsand absence of construction, and to the fact that considerable stocks were inhand at the opening of the year.

The percentage of the various types of sleepers on Class I Railways are

No wooden sleepers were im po rt ed from abroad du ri ng the year. A fresharrangement was made for sal sleepers from the forests of Nepal for about5 lakhs of sleepers, over a period of 3 years, at a reduced price of Rs. 7-8, a

red uc tion of 12 annas per sleeper since the last arrangement and Rs 2since 1924-25 In the Nor th er n Gr ou p the pri ce of sleepers f e ll by Ma rc h1931 to deodar Rs. 4-14, k a i l Rs. 3, chi r Rs. 2-14 and fir Rs 2-4 fo r the smallquant itie s req uir ed on ann ual contracts These prices compare w i t h the 5years contracts, w hi ch ex pi re on 30th June 1933, as follow s : deodar Rs 6-8,ch ir Rs. 3-8 and fir Rs. 3-4. In the Eas tern Grou p Rs. 7 was pa id f or salbroad gauge compared with Rs. 7-8 in the previous year

At Dhilwan, on the North "Western Railway, over 4 lakhs of softwoodconiferous sleepers were treated with 50 per cent, creosote and 50 per cent,liquid fuel at an approximate cost of Rs. 1-9 per sleeper compared withRs . 1-13-9 las t year. An experimen t in charcoal ma nufac ture fr om sleeperends prove d successful. As the consumption of charcoal on the N o r thWestern Railway is about 300 tons a year and the supply can now be madeat Rs. 1-3 per maun d, compared w i t h Rs 2-8 per maund f o.r. K ar ac hi , ato ta l ann ual saving of about Rs. 30,0000 is expected At Na ha rk aty a, on theAssam Benga l Rail wa y, 2f lakhs of Ho llo ng and Hol loc k sleepers were treatedw i t h the same m ix tu re as above. The cost of tr ea ti ng these metre gaugesleepers fell from Rs. 1-3 last year to 13 annas this year.

The to ta l am ount spent on wooden sleepers on Class I Ra ilw ays (exc ludin gHis Exalted Highness the Nizam's State Railway and the Jodhpur Railway)was Rs. 1-75 crores.

The fifth ann ual m eeting of the Sleeper Pool Committee, w i t h theDirector, Civil Engineering, Railway Board, as chairman, and the TimberAdvisory Officer with the Railway Board, as secretary, was held at Simlaon the 4th July, 1930.

Broad gauge—1928-29 . . . .

1929-30 . . . .

Metre gauge—1928-29 . . . .1929-30 . . . .

Wood.

45.8

44.2- 1.6

74.5733

- 12

C

Cast Ir on .

38.738.6

- 0.16.76'5

- 0.2

Stool.

15 1

16.8+ 1.7

18 6

20.0+ 1.4

Other kinds.

0 4

0.4

0 2

0 2




67. Value of railway materials purchased.—The value of stores purchased by Class I Railways (excluding His Exalted Highness the Nizam's^State and Jodhpur Railways which are mainly the property of Indian States)shows a large decrease from Rs. 3006 crores in 1929-30 to Rs. 23-75 croresin 1930-31. The p ri nc ip al decreases, as ind ica ted below, were under ro l li n gstock (Rs. 247 lakhs), tools and stores (Rs. 146 lakhs), and permanent way(Rs. 150 lakhs). Of the to ta l decrease of Rs. 6-31 crores, Rs. 4-66 crores wereaccounted for under ' imported materials ' and Rs. 1-65 crores under ' indigenous ma ter ial s ', the decrease under the la tt er being mai nl y under permanent way (Rs. 103 lakhs), rolling stock (66 lakhs), and tools and stores(Rs. 43 lakhs). Aga in st th is the head ' other ma teria ls ' recorded an increaseof Rs 50 lakhs.

* Other materials consist of coal and coke, stone, bnoks, lime and ballast, etc.

68. Purchase of Stores by Railways through the Indian Stores.

Department.—The value of ' textile and leather ' and ' engineering ' hardware and miscellaneous stores purchased by railways through the IndianStores Department during the year under review amounted to Rs. 38.24 andRs. 89-74 lakhs respectively as against Rs. 4117 and Rs. 109-28 lakhs duringthe previous year. The reduction du ri ng the year 1930-31 is due chiefly to thegeneral fall in market prices, and retrenchment by railways in the purchase ofstores.

69. Cost of maintenance and supply of locomotive power and cost ofmaintenance and operation of carnage and wagon stock.—The resultsobtained during the year under review and the four previous years in regardto the cost of maintenance and supply of locomotive power under the threemajor heads of accounts (runn ing repairs , workshop repai rs and o pera tingexpenses) and also of the cost of maintenance and operation of carriage andwagon stock, per 1,000 gross ton miles for both broad and metre gauges of theClass I railways in India, are reproduced in graphic form.

Heading.

VALUE OF IMPORTED MATERIALS.

Purchaseddirect.

Purchasedthrough

Agenta inIndia.

Totalimported

materials.

Value ofindigenousmaterials.

Totalpurchases

1930-31 .

Totalpurchases •1920-30.

Rolling-stook

Tools and stores

Permanent-way

Eleotrio plant

Building and station materials and fencing

Bridge work

Workshop maobinery . . . .

Engineer's plant

Other materials*

T O T A L



COST OF MAINTENANCE AND SUPPLY OF LOCOMOTIVE POWER PER 1,000GROSS TON MILES.

COACHING VEHICLES.

COST OF MAINTENANCE AND OPERATION OF CARRIAGE AND WAGON STOCKPER 1.000 GROSS TON MILES.

(I)

BROAO GAUGE

(2)

METRE GAUGE

(3)

BROAO GAUGE

RUNNING REPAIRS SHOWN THUS

WORKSHOP " " „

OPERATING EXPENSES " "

METRE GAUGE



( 5 )

BROAD GAUGE

(6) METRE GAUGE

GOODS VEHICLES.

Cost of Maintenance and Operation ofCarriage and Wagon Stock per 1,000

Gross Ton M iles.

GOODS VEHICLES.


Gross Ton Miles.

RUNNING REPAIRS SHOWN THUS...

WORKSHOP REPAIRS SHOWN THUS. .

OPERATING EXPENSES SHOWN THUS.

(a)

METRE GAUGE

(7)

BRO AD GAUGE

OPERATING EXPENSES.


Gross Ton Miles.

OPERATING EXPENSES.


Gross Ton Miles.





MAXIMUM & MINIMUM PRICES PER TON IN RUPEES FOR INDIANRAILWAY STANDARD LOCOMOTIVES & ROLLING STOCK.

I .R . S . G E N E R A L S E R V I C E W A G O N S .

M E T R E G A U G E .

Y B , Y C , Y D , Y F & Y T T Y P E S

I.R.S. LOCOMOTIVES.




70. Number, price and weight of Indian Railway Standard Locomotives ordered since 1927—

* (10 without tenders )† Dismantled.I Fully erected.§Dismantled for packing.

Type

Broad Gauge.1927

WeightEmpty engine and .Number ordered,

tender m tons.

Price

each



4 8 R E P O R T B Y T H E R A I L W A Y B OA R D O N I N D I A N R A I L W A Y S FOR 1930-31.

CHAPTER VIS T A F F .

71. Number of staff.—The total number of employees on all IndianRailways and in the office of the Railway Board and other offices subordinatethereto (excluding staff employed on construction) at the end of the vear1930-31 was 781,130 as compared wi th 817,733 at the end of 1929-30. 'Theincrease in route mileage du ring the same period was 557 miles The fol low ing table shows the number of employees by communities on the 31st March,

1930 and 1931 A simi lar statement showing deta ils by rai lways is given asAppendix C of Volume II of the Report by the Railway Board on IndianRailways for 1930-31.

Date

81s t M ar ch , 1980 .

31st March, 1931

Europeans

4,981*

4,799

S T A T U T O R T I N D I A N S

Hindus,

579,040*

553,851

Muslims.

182,1349*

172 ,321

Anglo-Indiana anddomiciled

Europeans

14,647*

14,350

Otherclauses

36,716*

35,809

Total

812,752*

778,331

G R A N D

T O T A L

817,7133*

781,130

* The figurow wi th asterisk ro present revised figures, duo to mnor cone ctio ns made in the figures

published last year

72. 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 1929-30 and 1930-31 Contractors ' labour is not included.

NUMBER OF STAFF ON 31st MARCH.

N O T E 1 —The figures w i t h asterisk represent revised figures f or 1929-30 due to changes madeby the rai lway administrat ions in the f igures published last year .

N O T E 2 —The fig ures of cost in clude the salaries an d wages of staff, bonus contributions to the

provide nt lu nd , gratui t ies , overt ime al lowances and all other allowances which are of the nature

of ext ra p ay and whic h are not gran ted to meet some defini te expense incu rre d in the performance

of dut y, such as t ra vel l in g al lowance

Assam Bengal |

Bengal and No rthWestern

Bengal Nagpnr

Bombay, Barodatrod Central India

Burma .

Eastern Bengal

Railway Syatss .

O F E N L I N E

Year.

officers employee

T O T A L

Co

Gazetted

Oflicers

NSTBUCTION

N o n

gazettedemployees

T O T A L .

officors employeesTOTAL

COST OF STAFF



STAFF. 49

Rallw sy Systems. Year.

— -—NUMB ER OP STAFF ON 31ST MARCH.

--OPES LINE.

Gazetted

Officers

Non-

gazetted

employees.

TOTAL

CONSTRUCTION

Gazetted

Officers.

Non-

gazetted

employees.

.

T O T A L

COST OF STAFF.

Gazetted

Officers

Non-

gazette d

employees

T O T A L .

N O T E 1 —The figures w i t h asterisk represent revised figures fo r 1920-30 due to changes made

by the ra i lway administra t ions in the f igures published last yearNOTE 2—The figures of cost include the salaries and wages of staff, bonus contirbutious to the

provident fund, gratui t ies, overt ime al lowances and a l l other a l lowances which are of the natureof extra pay and which are not granted to meet some definite expense incurred in the pertoimanceof duty, such as t ravel l ing a l lowance

The above statement shows that the total number of staff on open line on31st Ma rch, 1931, was less by 37,791 than on 31st Mar ch , 1930 The tota lnumber of staff on construction was less by 1,330. The greater par t of thereduction m numbers was however made shortly before the close of the yearand its effect is therefore not reflected in the total cost of staff, which in theyear 1930-31 was Rs 22,67,066 greater than in the year 1929-30

73. Indianlsat ion. -Recrnitment of supprior offcers-Statr-managed Railways —(1) The importance of railways in the li fe of the countryand the wide scope of employment which they offer naturally makes the" Indianisation " of the railway services a matter which arouses great publicinteres t In the last report a reference was made to the decision, taken in1925 as a result of the recommendations of the Lee Commission, to take stepsto advance recruitm ent in I ndi a to 75 per cent of the tot al number of vacanciesin the Superior Services and to the special measures adopted to encouragethe recruitment of Indians for the Transportation (Power) and MechanicalEngineering Department where owing to the lack of qualified candidates inthe country the recruitment prior to 1929-30 was practically confined toEuropeans As a result of sim ilar measures taken dur ing the vear underreview, two Indians have been recruited for these departments through theHigh Commissioner for India and the Public Service Commission had beenrequested to arrange for the recruitment of three more in India

1

East Ind ian .

Great Indian Penin

sula.

Jodhpur

Madras and Sooth-

em Mahratta

Nizam's State

North Western

Rohilkund and

Kumaon.

South Indian

T O T A L .



50 REPORT BY TH E RAILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31.

74. The following table gives a summary of the permanent recruitmentmade for gazetted .ranks in the various departments on State-managed Railways during the year under review.

N O T E 1 — I t is usua l to publ i sh th i s s t a t ement in t wo pa r t s , one showing the permanentvacanc ies , and the other the tot a l vacanc ies , whether pe imanent or t empoia ry , f i l l ed dur ing the year .As dunng the vear mulc t repor t no t empora ty appoin tments were mnde , the s t a t ement i s publ i shed inone part

N O T E 2 — Since the primary object of t h i s s t a t ement is to show the number of vacancies andhow they were t i l led, an officer, whose recimtment was arranged for during a part icular vear, hasbeen l ega ided as having been appoin ted dur ing tha t vea r , even i f he happened to join dur ing theensuing vear The ac tua l l ecr u i tm ent was f inul ly nu de most ly in Ju ly and August 1931 andincludes appointments by promotion made for the veai 1931-32 which wil l be detai led in the next

reportN O T E 3—The quost iou of amending the form of t h i s s t a t ement m consul t a t ion w i t h the

Cent ra l A dvisory Counci l for Ra i lways i s under considera t ion Pending such amendment , the addi t ions made to the cadres, mainly on account of leave and deputat ion reserves, with effect from the1st March 1931, have been disreg ard ed Th is does no t howev er affect the figures m colum ns8 to 14

N o

o f v a c a n c i e s w h i c h o c c u r r e d I

i n p r e v i o u s y e a r s n o t f i l l e d i n

t h o s e y e a r s r e m a i n i n g t o b e

f i l l e d

I

N o o f n e w a p p o i n t m e n t s c r e a t e d I

d u r i n g t h e y e a r

I

N o o f v a c a n c i e s w h i c h o c c u r r e d

d u r i u g

t h e y e a r

I

N o o f a p p o i n t m e n t s a b o l i s h e d

d n n n g t h e y e a r

N o o f n e t v a c a n c i e s t o b e f i l l e d

N o

o f v a c a n c i e s n o t f i l l e d

u p I


N o o f v a c a n c i e s a c t u a l l y f i l l e d

H i n d u s

M

u

s

l

i

m

s

I

A n g l o - I n d i a n s a n d

D o m i c i l e d E u r o -

p e a n s

O t h e r c l a s s e s

T o t a l .

I

Doparttnent

1

1 Ajrenor

2. Accounts

3. Engineenug

4. Transportfition and Commercial (Traffic

5. Transportation (Powor) andMecbamoal Enjrineermi

6. Stores Department

7. Olaor Departments

1930-31 ,

8. Total

1930-30

9 . Poroontajrc o f 1 9 3 0 - 3 1 ,Europanns topumber ofvaoancres filled

1929-30 .

10. Poroentagi of Ma- 1930-31

tutory Indianato number ofvacancies filled

l1920-30



STAFF. 51

75. I t w i l l be noticed fro m the statement tha t du ri ng the year underreview the total number of permanent appointments made in the gazettedranks on State-managed Railways was 60 of which 12 went to Europeans and48 to Statutory Indians, of whom 20 were Hindus, 5 Muslims, 19 Anglo-In di an s and domiciled Europeans and 4 of other communities The ra tio ofI n d i a n to Europe an rec rui tme nt was 80 to 20 in respect of permanen tappointments. The percentage of In d ia n recruitment in the various depa rtments was:—

Among Indian recruits the proportionate recruitment from each community was as shown below.—

The figures in the statement represent recruitment made for gazettedran ks. They exclude prom otions from the Lowe r Gazetted Services to theSuperior Services, but on the other hand include appointments made by promotion fro m the subordinate ranks to the Lower Gazetted Services Inorder to work out the recruitment made for the Superior Services it wouldbe necessary to include the former and exclude the latter and on this basisthe total recruitment for the Superior Services comes to 49 made up as under—

Hindus . . . . . . . . .

M U H IIH IS . . . . . . . . .

Anglo-Indians and domiciled Europeans

Other classes . . . . . . . .

Accounts . . . . . . . . . .

Engineering . . . . . . . . . .

Transportation and Commercial (Traffic)

Tran sporta tion (Power) and Mechan ical Eng ine erin g .

Stores Department

Other Depa rtments .

Depar tment .

Europeans . . . . . . . .

Hindus

Muslims . . . . .

Anplo-Indians and domiciled Europeans

Other classes .

T O T A L



52 RePORT BY THE RAILWAY BOARD ON INDIAN RAILWAYS FOR 1980-81.

76. Company-managed Railways —(1) The progress made in the directi on of In di ani si ng the Superior Services on Company-managed' Ra ilw ays fallsshort of th at on State-managed Ra ilw ay s. The Companies have agreed tofall in line with the policy of Government as indicated in paragraph 73 buthave not yet been able, owing to various reasons, to advance Indian recruitment up to 75 per cent, of the to ta l vacancies. The South In d ia n Ra ilw ayalone has so fa r been able to reach th is percentage. D u r in g the year underreport the Companies were reminded of their obligation to f i l l as q u i c k l y aspossible 75 per cent of a ll vacancies in a ll the departments taken together

by persons of In d ian dom icile They were also advised .—(i) th at judg in g by the experience of the last 5 years it appeared th at

the only department in which there was some difficulty in obtaining suitable recruits in India was the Mechanical Departmentand that the Railway Board would be prepared to assist themin obtaining suitable candidates for other departments in casethey experienced any difficulty,

(ii) that with regard to the Mechanical Department the RailwayBoard would be prepared to place at their disposal the overflow

of the apprentices on State-managed R ailways who w i l l complete their training in 1933 and of the candidates who aredeclared by the Public Service Commission to be qualified forappointment to tins department, after meeting the requirementsof the State-managed Railways, and

(iii) that m any case, if, owing to any reasons, e.g., insufficiency ofsuitable candidates for the Mechanical Department or theabsorption of deserving temporary engineers in the permanentEngineering establishment, the recruitment in any departmentfe ll short of the 75 per cent ra ti o, it was essential th at thedeficit should be made good by recruiting a larger number ofIndians in the other departments to the utmost extent possiblein order to give effect to the policy of recruiting 75 per cent, ofthe total number of vacancies in the Railway Department asfar as possible,

(iv) that while it was recognised that it might be difficult for a smallra ilw ay to work up to the l i m it of 75 per cent in any pa rt ic ul aryear, it was essential that the average over a series of 3 or 4years should conform to the 75 per cent, ratio.

(2) The following tables give a summary of the recruitment made forthe superior services on Company-managed Railways during the yearunder review • P a rt I relates to permanent appointments and Pa rt II includesboth permanent and tempora ry appo intments A detailed statement byindividual railways will be found in Appendix G of this report.

On the basis of these figures the ratio of Indian recruitment for theSuperior Services amounts to 75 5 per cent.

The above figures do not include the appointment of 12 apprentices, allof Asiatic domicile, recruited in India for the Transportation (Power) andMechanical En gine erin g Departmen ts du ri ng the year under review. Thecommunities to which these apprentices belong: are as follows :—

Hindus

M uslim . . . . . . . . . . .

Anglo-Indiana and domiciled Europeans . . . . .

Other communities . . . . . . . . .



M A D R A S & S O U T H E R N M A H R A T T A R A I L W A Y .

Dhora bhavi Bridge , Guntakal-B ezwada Section—250 span strengthened by under hung bowst ring .





STAFF 53

PARTI.

Statement showing the number of permanent vacancies filled m the Superior establuhments on (Claw I)

Company-managed Railways, excluding His Exalted Highness the Nizam's State and Jodhpur Railways

during 1930-31

1. Agoncy2. Accountn8. Engin eenug . .4. Tra nspor tation (Traffic) Com-

mecoial-56. Mechanical6. Stores Dopartmont7. Other Departments

1930-31 .6. Total .

1929-30 .

9 . F or re nta ge o f 1 9 3 0 - 3 1 .

Europeans tonumber ofvacan cies filled 1929-30 .

10 Poroou tage of 1930-31Statutory Indians to number ofvacancies filled 1929-30

P A R T I I .

Statement shouing the total numler of vacancies filled in the Superin rdyyhuhi merits on (Clans I)

Cnmpanm-managed Railways, excluding His Exalted Highness the Nizam's State and Jodhpar Radways

duny,, 1930-31

1. Agency ,2 Accounts8 Engineering ,4. Transp ortation (Tiaffic) and

Commercial6, Mechan ical .6. Stores Department7. Other Departments

1930-31 .6. Total . . ,

1929-30

9 . Percentag e o f 1 9 3 0 - 3 1 .Europeans tonumber ofvacancies filled 1929-30

10. Percent age of 1930-31 .Statutory Indiana to number ofvacancies filled. 1929-80

N o . O f v a c a n c i e s w h i c h o c c n r r e

d

i n p r e v i o u s y e a r s n o t f i l l e d m

t h o s e y e a r s r e m a m i n g t o b

e

N o o f n e w a p p o m o n t s c r e a t e d


N o o f v a c a n c i e s w h i c h o c c u r r e

d


N o o f a p p o i n t m e n t s a b o l i s h e

d



N o o f v a c a n c i e s n o t

f i l l e d u

p



Department.

N o o f v a c a n c i e s w h i c h o c c u r r e d I

i n p r e v i o u s y e a r s n o t f i l l e d i n

t h o s e y e a r s r e m a i n i n g t o b e

f i l l e d

I

N o o f n e w a p p o i n t m e n t s c r e s t e d

d u r i n g t h e y e a r .

N o o f v a c a n c i e s w h i c h o c c n r r e d


I

N o o f a p p o i n t m e n t s a b o l i s h e d

d u r i n g t h e y e a r .


N o o f v a c a n c i e s n o t f i l l e d u p



E u r o p e a n s

1

H i n d u s

]

I

Department

A n g l o - I n d i a n s a n d

p e a n s

T o t a l

FILLED By

Statutory Indians.

FlLLED BY

Statutory Indians

E u r o p e a n s

H i n d u s

M u s l i m s

A n g l o - I n d i a n s

a n d

d o m i c i l e d

E u r o

p e a n s

O t a e r c l a s s e s

T o t a l



54 REPORT BY TH E RAILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31.

77. It w i l l be observed fro m Statement P ar t I tha t d u ri ng the year underreview the total number of appointments made in the superior service on Company-managed Railways was 72 of which 32 went to Europeans and 40 toStatutory Indians, of whom 30 were Hindus, 1 Anglo-Indian and domiciledEuropean, 6 M us lim s and 3 of other commun ities A s, however, a number ofposts were abolished during the year, the net total number of vacancies filled,permanent or temporary, was 65, of which 25 went to Europeans and 40 toStatutory Indians, of whom 27 were Hindus, 5 Muslims, 5 Anglo-Indiansand domiciled Europeans and 3 of other communities The ra tio of In d ia nto Europe an rec rui tmen t was 55 6 to 4 4 4 in respect of permanent ap po int ments and 61 5 to 38 5 in respect of all appointments, whether permanent ortempora ry. The percentage of In d ia n recruitm ent in the pr in ci pa l departments was:—

M u s l i m s

A n g l o - I n d i a n s a n d d o m i c r l e d E u r o p e a n s

permanentvecanares

Per cen t

75

15

2 5

7 5

Totalvacancies

Per cen t .

67 5

12 5

1 2 5

7 5

78. Senior subordinate grades—Steps have been taken to ensure thatthe recruitment of covenanted subordinates from the United Kingdom forservice on State-managed Railways is made only for certain specialist postssuch as j i g and tool draftsm en, constru ction sign al inspectors, etc , andthen too when it is known, e g , after inviting applications in India, thata suitable candidate in I n d i a cannot be fou nd The att en tio n of Companieshas also been drawn to the desirability of recruiting all Upper Subordinates

in India as far as possible and of confining recruitment from England onlyto those cases in which specialists are required and men of suitable qualifications are not forthcoming in India

79. Reriew of the, proqress made since 192b —The statement on pages 55and 56 w i l l throw further l i g h t on the progress made in Indiamsation and inthe recruitment of the various communities both on State-managed and Company-managed Railways since 1925, as reflected in the relative strength ofEuropeans and Sta tuto ry In dia ns belonging to the various communities P ar tI relates to superior staff and Part II to subordinate staff on scales of pay-ri si ng to Rs 250 and over

80. It w i l l be observed tha t the Ind ian element in the super ior serviceshas risen fro m 2 802 per cent on State-managed and 17-74 per cent on Company-managed Ra ilw ay s in 1925 to 37-68 per cent, on State-managed and 31 -90per cent on Company-managed Railways in 1931 by a corresponding reduc-

Transportation (Traffic) and Commercial .

Transportation (Power) and Mechanica

Among Indian recruits the proportionate rmunity was as shown below .—

Permanentappointments.

P e r c e n t .

6 2

84 6

1

3 1

ecruitment

Total appointments,permanent or

temporal y

Per cen t .

8 1

8 6

3 1

from each com-



PART I.Statement of gazetted officers on Stale-n anaged Railuays and Officers of corresponding rank on Company-managed (Clas s 1) Rai lna ys (excluding H. E. H. the Niz am 's

State and Jodhpur Railuays) on the 1st April 1925, 1st April 1930 and 1st April 1931.

Statement shotting the percentages of the relative stt eno th of Europeans and Indian? of various communities.

* Anglo-Indians included in other classes in 1925. § Revis ed figures.

N ame of the Railway.

Slate-managed Ratltrays

E astern Bengal . . .East I nd ia n . . . . .Great Indian PeninsulaNorth WesternRailway Board and Miscellaneous Offices

TOTAL

Company-managed R.a licaysAssam Bengal .Bengal Nagpur .Bengal and North-WesternBombay, Baroda and Central India.Madras and Southern Mahra tta .Rohilkund and K umao n .Sou th I ndian

T O T A L

G R A N D T O T A L

State-managed Rail-

E uropeans . . C o m p a n y - m a n a g e d

Railways.T O T A L

State-managed Rail-

Hindus Company-managtdRailways

T O T A L

Statutory IndiansState-managed Rail

ways.

M uslims . C o m p a n y - m a n a g e dRailwaya.

T O T A L . 5 5

S T A F F .

( S t a t e - m a n a g e d Rai l -| Anglo- Indians and ways.

domiciled .Euro Compan y-manag edpeans Railways.

T O T A L

State-managed Railways

Statutor y India ns Other classes Compan y-manag ed—con Id Railways

.T O T A L

State -managed Ra ilways.

T O T A L . C o m p a n y - m a n a g e d IRailways.

i T O T A L |



P A RT I I .Statemerit of subordinates on scales of pay rising to Rs 250 per men sem and o ver on Class I Railuays (ercluding H E. H the Nizam's State and Jodhpur Railuwys)

the 1st April 1925 1st Apirl 1930 and 1st April 1931.

* N ot avai lab le . † Anglo -Indi ans included in " Oth er c lasses " in 1925. § Revised figures.

N ame of the Rai lw ay

1

State-managed Railtraya

E as ter n B engal . . . . .E ast I n d i a n . . . . .Gr e at I ndia n Pe nins u laN o r t h W es ter n . . . . .

Rai lwa y B oard an d miscellaneous officesT O T A L

Company -managed RailiwaysAssam Be ngal . . . . .B engal N a g p u r . . . . .B e n g al a n d N o r t h - W e e t e m .B ombay , B ar oda and C e ntr al I ndiaMadr as and Sou t he rn Mahr a t taRohi lku n' l and Ku maonSouth I n d i a n . . . . .

G R A N D T O T A L

5 6

R E P O R T B Y

T H E

R A I L W

A Y

B O A R D

O N

I N D I A N

R A I L W

A Y S

F O R

1 9 8 0 - 3 1

St at e - manage d Rai l -

E u r o p ea n s . . I . . . . C o m p a n y - m a n a g e d

Rai lw ay s

T O T A L

St at e - manage d Rai l -ways

H i n d us . . C o m p a n y - m a n a g e dRai lw ay s

T O T A Lt at u t or y I ndians

St ate -manage d Rai l ways.

M u sl im s . . C o m p a n y - m a n a g e dRailways.| T O T A L |

State -manage d Rai l -

A n gl o -I n di a ns a n d C o m p a n y - m a n a g e ddom iciled E u r o - R a i l w a y s ,peans T O T A L .

State -manage d Rai l -! w a y s .

S t a t u t or y I n d ia n a s O t h e r c la ss es . C o m p a n y - m a n a g e d— corneld Rai lw ay s .

T O T A L ,

State -manage d Rai l ways.

T ota l . C ompany -manage d

j Ra il wa ys .T O T A L



STAFF. 57

ti o n in the Euro pean element Am on g the In di an s the percentage increaseby communities in 1931 as compared with 1925 is shown below :—

H i n d u s . . .

M u s l i m s . . . . . .

A n g l o - I n d i a n s a n d o t h e r s

State-managed.

Percentages

1925.

14.80

3.15

10.07

1931.

2 1 . 5

4 8 1

11.49

Company-managed.

Percentages.

1928

10.30

1.12

6.32

1931.

20.84

2.44

8.62

81. Turning to the subordinate staff the corresponding figures are asunder :—

Eur ope ans . . ,

S t a t u t o r y I n d i a n s —

H i n d u s . . . . . .

M u s l i m s . . . . .

A n g l o - I n d i a n s a n d o t h e r s

T o t a l S t a t u t o r y I n d i a n s

State-managed.

Percentages

19-26

33 1 4.

18018

3 69

44 99

66 80

1931.

23.29

24.50

5 21

47.00

70 71

Company-managed.

Percentages.

1925.

20.32

20 44

1 82

51 42

73 08

1931.

19.60

2 1 15

2 35

58 90

80 40

82. Re-organisat ion of superior cadres of State-managed Rai lways—During 1929 the Railway Board prepared a scheme for the re-organisationof the cadres of the superior services on State-managed Ra ilw ay s. The p r i n cipal features were the institution of a separate cadre for each of the State-managed railways; the provision of a reserve for leave and deputation, theabo lition of the Pro vi nc ia l En gine erin g Service and the Local Traffic Service;

an d the co ns tit ut ion of a new Lower Gazetted Service in a ll branches Th eapproval of the Secretary of State was received in February 1930, andconsiderable progress has already been made towards giving effect to the reorganisation.

The Pr ov in ci al Engin eer ing Service and the Loc al Traffic Service, whi chhave now been abolished, were created in 1921 on the lines of the ProvincialEngineering Service which was constituted about that time in the PublicW or ks Depa rtment . These services were filled pa rt ly by pro mo tion of subordinates but ma inly by direc t recruitm ent The fact th at the Pro vin cia lEngineering Service and the Lower Traffic Service were to a large extentrecruited from candidates possessing similar qualifications* to candidates

for the superior services but were paid at a lower rate and had a limited scopeof advancement although their duties were practically the same as those of

j u n io r officers of th e superio r services, gave rise to considerable discontent.After consultation with the Central Advisory Council for Railways it was



58 REPORT BY THE RAILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-81.

decided that the Provincial Engineering service and the Local Traffic serviceshould be abolished and replaced by a Low er Gazetted service wh ic h w i l l befilled by the promotion of selected subordinates.

83. Rules for the recruitment and training of subordinate staff.—During the year under report the Railway Board drew up rules for therecruitment and training of workshop apprentices and of other subordinatestaff generally, calculated to ensure the adoption of systematic methods ofrecruitment and training of the staff compatible with the local conditionsand requirements on each ra ilw ay . The rules re la tin g to workshop appre ntices cover apprentice mechanics and trade apprentices who after trainingqualify for appointments as supervising subordinates and skilled artizansrespectively. These rules were discussed w i t h the Ce ntra l Ad vis ory C oun cilin July 1930 and were issued for adoption on State-managed Railways with

effect from the recruitment to be made in 1931, a copy being simultaneouslyforwarded to Company-managed Railways to enable them to carry out suchrevision in their practice and procedure as may be necessary

The rules for the recruitment and training of the subordinate staff werenot finally issued until the commencement of the following year.

84. Training of Staff.—(1) Railway Staff College, Dehra Dun —As statedin the last year's report, the Railway Staff College at Dehra Dun started tofun cti on in Jan ua ry 1930, but it was form al ly opened on the 3rd A p r i l 1930by His Excellency Sir Malcolm Hailey, Governor of the United Provinces

The college is primarily meant for the training of officers, but to increaseits scope of usefulness it was decided to transfer the refresher courses forsenior subordinates from the Chandausi School to the Railway Staff Colleged u ri n g 1930 as an ex per iment al measure The exp erim ent proved succsessfuland the courses continued to be held at the College during 1931.

During the first part of the calendar year the college deals with coursesfor probationers in the Transportation (Traffic) and Commercial Departmentsand the Indian Railway Service of Engineers, junior officers and senior subordinate s There is a recess from about the midd le of M ay to the midd le ofJune du ri ng which time the instructors are detailed to visit railwa ys w i t hthe object of acquiring an up-to-date knowledge on the spot of any"innovations w hi ch may have been introduc ed on ra ilw ay s The second ha lf of the

year is gen era lly devoted to senior officers' courses, fu el economy courses,and courses for junior officers and senior subordinates.

The following statement shows the courses held during the year underreport and the average attendance at each •—•

Courses.

Senior subordinates' lefresher courses

Selected semor suhordmates' coursesFuel economy courses

Transportation and Commereial probationer' course

Probutionary Ci v il Engineers' eouiees

Junior officers' lefresher courses

Semor officeis' refresher courses

During the calendar year 1930 the number of student-days amounted to14,923 and of this number about 80 per cent, were contributed by State Railways.



STAFF. 59

(2) Area Schools—A brief resume of the activities during the year of thearea schools engaged in the training of subordinate staff is given below :—

Railway School of Transportation, Chandausi (East Indian Railway).—The School was mainly occupied in the training of new staff to replace wastage and to comply with the requirements of the Hours of Employment Regulations . There were also promo tion an d refresher courses The to ta l numberof student-days in the year amounted to 37,615.

Asansol Training School (East Indian Railway).—This school mainlydeals with promotion and refresher courses for the subordinate locomotiverunning staff and the carr iage and wago n staff and switchmen. The trans po rt at io n classes were tran sfe rred to Chandausi in Au gu st 1930 The pr oxi mity of the locomotive sheds, Asansol, where almost all types of locomotivesare headquartered offers excellent facilities for making the courses practical

and effective.The student-days in the year tot all ed 11,113 D u ri n g the year an ex tra

lecture room and additional models were added to the school

Railway School of Transportation, Brna (Great Indian Peninsula Railway).—This School is meant for the tr a in in g of the transporta tio n staff.D u r in g the year 9 refresher courses were held Ad di ti on s were made to themodels in the locomotive room and a new 2½" gauge was lard m the modelroom, where the in te rlo ck ing of a ll signals was also completed The schoolhas been tempo ra ri ly closed down w i t h effect from the 17th February 1931due to financial stringency

Walton Training School, Kot Lakhpat (North Western Railway)—Theschool continues to do useful work and the total number of students attendingit du r in g the year was 1,718 as against 1,722 in the previous year. D u r in gthe year under report a number of improvements and additions were made tothe school.

(3) Technical School, Jamalpur.—The East Indian Railway TechnicalSchool at Jamalpur, located within a few minutes' walk from the locomotiveworkshops at that place, fills an important role in the scheme of recruitmentand tr a in in g of officers for the Tra nsp orta tion (Power) and MechanicalEng inee ring Departments of State Railw ays A p ar t from apprenticemechanics and trade apprentices trained at Jamalpur as in certain otherrailway workshops, with a view to appointment as supervising subordinatesand artizans respectively, the school imparted courses of training to 39 specialclass apprentices du ri ng the year under repor t Such apprentices arerecruited through the Public Service Commission—of the 39 under training12 were recruited during the year under report—with a view to appointmentto superior service in the Transportation (Power) and Mechanical Departments. At Jama lpu r they undergo a three-year course of prac tical andtheoretical training followed by another year in workshops or in the runningdepartment in the case of apprentices selected for the Mechanical Engineeringor the Tra nsp orta tion (Power) Departm ent respectively On the satisfactorycompletion of 4 years' training, selected apprentices, to the extent of the

vacancies available, are sent to the United Kingdom for a further two years'course in workshop practice or locomotive running work as the case may beApprentices who have successfully completed their training in the UnitedKingdom are appointed as officers on probation to the Transportation (Power)an d Mechanical Eng inee ring Departments The scheme w i l l begin to providefully qualified officers for the Departments in 1933, four apprentices havingproceeded to the United Kingdom, on completion of their 4 years' training inIndia, in February 1931

Attached to the Technical School at Jamalpur is a hostel for special classapprentices under the supervision of a superintendent and a ma tron . Eachapprent ice is provided w i t h a separate bed room The general accommodati o n includes a common di ni ng ha ll, b il li a rd room and two study rooms Thehostel is equipped with modern samtarv arrangements, shower and ordinarybaths. A ground ad jo in ing the hostel is provided for cricket, football and

L




hockey and three tennis courts are laid out in the hostel grounds as well as agymnasium

During the year under report 12 bed rooms were added to the hostel whichnow provides accommodation for 48 apprentices

85. Improvements in the service conditions of the staff.— The yearunder review witnessed considerable progress in the carrying out of the variousschemes referred to in the last report for the amelioration of the service conditions of the staff, more par ti cu la rl y of the lower pa id employees A br ie faccount of the progress made is given below.

(1) Revision of the scales of pay of lower paid employees.—As statedin the last report a comprehensive examination of the wages of the lower paidemployees of railways was commenced in May 1929 and a revision sanctionedfor the Eastern Bengal and Great Indian Peninsula Railways with effect fromthe 1st A p r i l 1930 at an estimated re cu rr ing cost of Rs 4½ lakhs and 5 lakhsper annum respectively The year under review was ma rked by considerableprogress in the direction of extending the scheme of revision to other railways

In May 1929 proposals had been received for the revision of pay of personsin inferior service and of the lower paid subordinate staff of the Traffic, Locomotive, Engineering and Medical Depaitments of the Assam Bengal RailwayThese were examined m the light of the principles adopted in framing thescheme of revision on the Eastern Bengal Railway and sanctioned with backeffect from the 1st A p r i l 1929 at a to ta l estimated expendi ture of Rs. 1,18,296

per annum of w hich 82 5 per cent was on account of increases to persons inin fe rio r service.

In June 1930 the Agen t Madras and Southern M ah ra tta R ail wa y, submitted proposals for the revision of pay of the lower subordinate, menial andworkshop staff A ft er certain alterations made in consultation w i t h hi m tobring the proposals in line with the policy adopted by the Railway Board withregard to the revision of wages on State-managed Railways, they were sanctioned in Ju ly 1930 at an estimated annual cost of Rs 4 lakhs Th is sanctionwas followed 3 months later by a revision of the scales of pay of the clerical establishments employed in the headquarters and district offices of theMadras and Southern Mahratta Railway at an estimated annual cost of

Rs 60,107In May 1930 an investigation was also made into the wages of the lower

pa id employees of the Nor th Western Ra ilw ay The Ra ilw ay Board hav ingconsidered the report and recommendations of the Agent, came to the conclusion that the wages given on the North Western Railway compared favourably with those in force on other railways and did not call for improvement.

While this investigation was in progress on the North Western Railway,the Railway Board in May 1930 deputed an officer to assist the Agent of theEast Indian Railway in framing proposals for the revision of pay of the lowerpaid employees of that railway and as a result of his enquiry proposals were

received from the Agent estimated to cost a rec ur ri ng expe nditure of Rs 13 2lakhs per annum. An im po rta nt feature of the scheme was the in trod uc tionof co-ordinated rates, with local allowances in relatively expensive areas, bothon the East Indian and Oudh and Rohilkhand Railway sections and in thevarious branches. W i t h a few min or modifications these proposals were sanctioned w i t h effect fr om the 1st September 1930 at an estimated cost of Rs 11lakhs per annum Th is estimate represents the ult imate re cu rr ing expend iturewh ile the immediate extr a expenditure is estimated to be Rs 8 lakhs perannum

At the request of the Agent of the East Tndian Railway the RailwayBoard deputed the same officer aga in in Juy 1930 to undertake an investigation into the rates of pay of the workshop staff of the East Indian Railwayunder the di recti on of the Agent The investi gat ion was completed on the 1stAugust 1930 when the Agent submitted proposals for the revision of pay ofthe staff employed in the mechanical and block signal shops, estimated to cost



G R E A T I N D I A N P E N I N S U L A R A I L W A Y .

Restaurant car to seat 32 passengers.





STAFF. 61

Rs. 5-77 la kh s per an nu m . These pro pos als wer e san ct io ned , sub ject to am in o r mo di f i ca t io n, in September 1930, a t an es t im ated cos t of Rs 5 5 lak hsp e r a n n u m .

D u r i n g the year under revi ew an inv es t i ga t i on was a l so made by an office ron spe c i a l du ty i n t o t he c on d i t i on s o f s erv i ce o f t he e mploye es o f t he p r i n t i n gpre s se s o f t he E a s t Ind i a n Ra i lw a y a nd the E a s t e rn Be nga l Ra i lw a y a nd a sa resul t the fo l lowing changes were sanc t ioned in October 1930 —

(i) Emp loyee s to be ra t ed in fu tu re on a sui ta ble m o nt h ly ra te of pa y

ba se d on 200 hours o f w o r k in t he mon th a nd i n i t i a l pa y m the

new scales to be fixed by the Agent

(ii) T o g ive good w or km e n the o pp o r t u n i ty o f e a rn in g inc rea se d w a ge s ,

a sys t e m of p i e c e -w ork ra t i ng to be i n t roduc e d c onc ur re n t ly w i th

the in t r o d u c t io n of the revised ra tes of pay f or spec i f ied c lasses

of employees

(iii) Ov er t i m e to be av oid ed as fa r as poss ib le an d to be p a i d fo r , w he n

wo rk ed , a t one an d a qua r t e r t imes the nor m al ra t e of pa y

T h is re vi s io n i s es t i mat ed ev en tua l ly to cos t Rs 14,000 per ann um , bu t theim me di a t e cost w o u l d be Rs 48,000 in the f i rs t year

(2) Hours of employment and periods of rest — I n the last report a reference was made to the Indian Railways Amendment Act, 1930, enacted withthe object of giving effect to the statutory obligations incurred by the Government of India by the ratification of the "Washington and Geneva Conventionsre la ti ng to a 60-hour week for Ind ia and a weekly rest day respectively Itwas also stated th at considerable progress had been made b\ the Nor thWestern and East Indian Railways in the application of the provisions ofthese conventions and that proposals were in hand to appoint officers on specialduty on the remaining Class I Railways, with a special officer attached tothe Railway Board, in order that the amendments to the Indian Railways Act,effected by the new Ac t . should be applied w i th as l i t t l e delay as possible

In A p r i l 1930 an experienced officer was placed on special dut \ w i t h theRailway Board to direct and co-ordinate the working out of the schemes onthe various railways through the agency of special officers placed on specialdu ty on in d iv id ual rai lw ays for the purpose These officers met in conference

at Simla du ri n g the fol low ing month and received detailed instructions regardin g the lines on wh ic h their w ork was to be carr ied out

The final draft of the rules and instructions prepared to give effect to theIndian Railways (Amendment) Act of 1930 was discussed with a deputationof the All-India Railwaymen's Federation m September 1930 and after afurther examination by the Railway Board and the Government of India, therules were published in the Government of In d ia Gazette, dated the 31stJanuary 1931, thus assuming a statutory character

The rules w i l l come into force on each Railway f rom a date to be not i f iedin the Gazette of In d ia D u r in g the year under repo rt arrangements for theintroduction of the rules were completed on the North Western and East

Indian Railways, while detailed schemes for the entertainment of the additional staff and construction of quarters required with a view to giving effectto the rules were prepared by the other railway administrations of whichthose relating to the Eastern Bengal, Bombay. Baroda and Central India,South In d ia n and Madras and Southern Ma hra tta Railwa ys were finallyapproved by the Railway Board.

(3) Revision of Leave Rules.—As stated in the last report, new leaverules were introduced on the State-managed Railways with effect from the 1stA p r i l 1930. These rules were also circ ula ted to the Company-managed R a i l ways and in August 1930 a copy was forwarded to the Secretary of State witha recommendation for the modifi cation of the Fundamenta l Rules for theguidance of Railway Companies in the light of the new rules introduced onthe State-managed Ra ilw ays Th is recommendation was accepted by theSecretary of State in A p r i l 1931 and the Company-managed Railways are

L 2




taking steps to modify their leave rules to bring them into line with the newState Railway leave rules.

(4) Acceleration of payments.—In the last report a reference was madeto the scheme adopted on the Moradabad Division of the East Indian Railwayfor speeding up payments so as to ensure that salaries and allowances werepaid within 7 and 14 days respectively of the close of the month to which theyrelate D ur ing the year under review the scheme was extended to the How ra hDi vis ion of the Ra ilw ay w i t h equally good results. A demonstration was alsogiven at Moradabad in December 1930, which was attended by several officersof the State and Company-managed Railways, with a view to encouragingthe various railway administrations to adopt suitable measures for the acceleration of payments

(5) Investigation into the system of raising and recovering debits.—One

of the complaints made by the deputation of the All-India Railwaymen'sFederation at their meeting with Sir George Rainy in May 1929 was thatdebits were raised against the staff in trivial matters and without properenquiry and that in some cases the penalty imposed was excessive and out of allpropor tio n to the offence. The Railway Board addressed a questionnaire tothe Agents of the State-managed and Company-managed Railways in December 1929, detailing the main heads under which debits are commonly raisedand enquiring as to the policy and procedure followed on each railway in raising and recovering debits, the authorities competent to impose debits and othercognate matters

The replies were received and examined in October 1930 and in the following month a senior traffic officer was placed on special duty on the EastIndian Railway, to make further enquiries and to report on the procedurefollowed in determ ining the incidence of li ab il it y agamst ind iv id ua l employeesand in fixing the amount of each debit, the arrangements for the delegationof powers to impose debits and the procedure for the disposal of appeals fromthe staff affected The report of the officer was received in March 1931 anda meeting of the representatives of the various railway administrations willbe held to'discuss the report and take necessary action

86. Welfare.—(1) Assistance to Railway employees for the education oftheir children —As foreshadowed in the last year's report, provisional rules

were issued, with the concurrence of the Central Advisoiy Council, in September 1930, for the gr an t of assistance towards the education of thei rchildren to State-Railway subordinate employees within certain limits of pay,other than persons in inferior service, and so as to eliminate all racial discr im in at io n fo r fu tu re employees The salient features of these rules are :—

(i) Assistance is limited to those cases where an employee is compelled to send his children to a boarding school away from thestation at which he is posted, owing to the absence of a suitableschool at such stat ion. Th is rest ric tio n is relaxed to extend thebenefits of the scheme to parents having children at an Indianpr im ar y school, away from th eir stat ion , who are compelledowing to the absence of a school hostel to make other arrangements for the boarding of their children.

(ii) Assistance is limited to the period covered by the primary andmiddle standards or the Junior Cambridge classes.

(iii) Assistance is admissible to employees on pay not exceedingRs 100 per mensem at the rate of ha lf the board and t u i ti onfees; to those on pay exceeding Rs 100 but no t exceedingRs. 200 per mensem at the rate of one-third of such fees and tothose on pay exceeding Rs. 200 but not exceeding Rs. 300 permensem at the rate of one-fourth of such fees; subject, in all

cases, to ov er -r id ing maxim a of Rs 15 per mensem per ch il d andRs. 40 per mensem to any employee.

Towards the end of 1930 a senior officer of the Education Departmentwas placed on special duty to prepare estimates of the cost of the new rules



STAFF. • 63

on the State-managed Railways as well as of the cost as it would be if the ruleswere liberalised to improve the scale of the assistance and' to extend it to theH i g h School Standar d and to subordinate employees dr aw in g more tha nUs. 300 per mensem and further to report on the administration of schoolsmaintained by the State-managed Railways

(2) Relief of indebtedness.—In his presidential address at the annualmeeting of the Indian Railway Conference Association in October 1929, SirErnest Jackson touched upon the difficulties of railway labourers in India inthe mat ter of securing loans to meet the ir financial obligations A p a rt ia lremedy for this evil as suggested by Sir Ernest Jackson lay in starting moreco-operative credit societies amongst railway employees.

The question is one of vital interest to the staff and will continue to

receive the att ent ion of the Ra il w ay Boa rd. Meanw hile, a substantial beginning has been made on the East Indian Railway towards giving some reliefto the lower pa id employees in th is direc tio n As a sequel to the discussionat the meeting of March 1930, the Agent of the East Indian Railway drewup a scheme for the reconstitution of the Indian staff loan fund which hadbeen started in 1910 with grants from the fine fund into a new fund to becalled the " Lower Pa id Staff Loan Fun d " Tins scheme has been sanctioned by the Board and while the Indian staff loan fund granted loans onlyto members of the provident fund drawing pay not exceeding Rs. 60 permensem, loans from the new fund are paid at reasonable rates of interest topersons who are not members of the provident fund with not less than 3 years

permanent service and whose age is not less than 18 and whose pay does notexceed Rs. 25 per mensem at the time the loan is made No sureties aredemanded but to provide against bad debts a leserve fund is formed which isfed by small deductions of about 5 per cent from the amount len t at the timethe loan is advanced. The managing committee of the Fund is assisted bylocal sub-committees who scrutinise applications from staff for loans and arealso responsible for satisfying themselves that loans granted are utilised forthe purpose for which they were sanctioned

It is also gratifying to note the prosperity enjoyed, and good work doneby, the Jackson Co-operative Credi t Society on the Bombay, Baroda and

Central Ind i a Ra ilwa y du ri ng the year under repor t A noticeable feature ofthis society is that all employees including men m inferior service are eligiblefor loans, irrespective of whether they subscribe to the provident fund or not.The rate of interest charged on loans was reduced during the yearunder review. The general financ ial posi tio n of the society continues to besati sfac tory . A f t e r la yi ng aside 25 per cent of net profi t for the reservefund, the society has been able to declare a dividend of 10 per cent, (thema xim um admissible under law) , and to provide for a substantial cont ribu tionof Rs 10,000 to the staff welfare fund of the ra il way and for a surplus ofRs. 24,900 to be carr ied f or war d to the next year.

(3) Staff Benefit Fund.—It was mentioned m the last year's report thatthe Railway Board had under consideration the question of replacing the finefunds on railways by " Staff Benefit Funds ", the special features of whichwo uld be that they shall receive a con trib ution fr om the revenue of the rai lw ay ,in addition to the amount realised from fines and from provident fund bonuseswhich may be withheld under the rules from subordinate employees, and thatthe staff snail be associated in the management of the fund and in the controlof the objects on which the amount available is expended.

Towards the close of the year under review it was decided, with the appro val of the Government of In d ia , to introduce staff benefit funds on theState-managed ra ilways w i t h effect from the 1st A p r i l 1931 Under the rulesgoverning it the fund is credited, in ad diti on t o fine s and forfe ited prov identfund bonuses of subordinate staff, with a contribution from the revenues of therailway, equal to raise the total receipts to an amount calculated at the rate-of one rupee per head of the number of the revenue staff of the railway and it is




administered) by a committee cons isting of five members, a l l railway employees,one nominated by the Agent and four elected by the staff and presided over bya senior officer nominated by the Ag en t. The committee has power to expendmoney from the fund on objects connected with the education of the staff andtheir children, institutes and other forms of recreation and amusement for thestaff, schemes for sickness or maternity benefits, etc., for the families of thestaff, and relief of distress among the members or ex-members of the staff ortheir families, provided that no part of the fund shall be used for the directbenefit of any gazetted officer of the railway.

The rules also provide that company-managed railways will be permittedto establish a staff benefit fund in lieu of the existing fine fund on similarlines but without fettering their discretion as to the machinery to be set upfor the ad mi ni str at ion of the fund The new fund has been started w i t h effect

from the 1st A p r i l 1931 on a ll the State-managed railways . As regards theCompany-managed Railways the Railway Board have sanctioned the adoptionof a staff benefit fu nd on the Assam Benga l Rai lw ay The other Company-managed Railways have agreed generally to the adoption of the fund on theirlines

(4) Railway Sports— The events competed for during the year 1930-31.were football, boxing, tennis, hockey and athlet ics. Eleven ra ilw ays enteredteams for the inte r-r ailw ay football tournament. T he Eastern Bengal,North Western, Great Indian Peninsula and South Indian Railways won thegroup tournaments held at Calcutta, Lahore, Bombay and Madras respec

tive ly . The semi-finals and the finals were played at Simla The EasternBengal Railway won the tournament for the second time since 1928, the GreatIndian Peninsula Railway being the runners-up

Eight Railways entered teams for the inter-railway boxing tournamentwhich was conducted on a team basis The Bengal Nagpur, No rt h Western,Bombay, Baroda and Centra l In d ia and Madras and Southern M ah ra tt aRailways won the respective group tournaments and of them the Bombay,Baroda and Central India and Bengal Nagpur Railways qualified for the finalmatch of the inter-railway tournament which was held in Calcutta and waswitnessed by a large number of visitors H i s Excellency the Governor of

Bengal m giving away the prizes complimented railways on the high standardof sportsmanship exhibited

Five rail ways entered teams for the in te r- ra ilw ay tennis tournamentwhich was held in Madras, and the South Indian Railway won the championship, the East Indian Railway, the winners of the previous year, being therunners-up

Eight railways entered teams for the inter-railway hockey tournamentwhich was held at De lh i The Bengal Na gpur Ra ilwa y, were the winners andthe East I nd ia n Ra ilw ay the runners-up The final match wh ich was very

keenly contested attracted a large gathering including several distinguishedvisitors and high Government officials.

The inter-railway athletic tournament in which seven railways participated was also held in De lhi The No rt h Weste rn Ra ilw ay won the athle ticchampionship for the third time m succession, the Bengal Nagpur Railwaybeing the runners-up.

87. El imination of racial discrimination.— As stated in the last year'sreport, railway administrations were instructed some time ago to make a complete examination of the position on their lines and to take the necessary stepsto remove every trace of racial dis cr im in at ion where such existed As a resul tof the replies received, the position on a l l ra ilwa ys was comprehensivelyreviewed by the Railway Board and a memorandum describing the measurestaken to eliminate racial discrimination m the entire field of staff mattersinclud ing recru itment and tr ai n in g , pay and allowances, leave, quarters,






Certain other minor complaints were made and all the grievances representedwere investigated and misunderstandings removed.

Dispute arising from the transfer of certain workshop staff of the Bombay, Baroda and Central India Railway from Parel to Dohad.—A boardof conciliation under the Trade Disputes Act, 1929, was appointedby the Governor General in Council in December 1929, to pave theway for the settlement of a tradle dispute which had arisen between.the Bombay, Baroda and Central India Railway Administration andthe Bombay, Baroda and Central India Railways' employees' Unionregarding the terms on which the transfer of certain employees shouldbe made from the railway workshops at Parel to the new workshops at DohadThe principal point in dispute between the Railway administration and theUnion was the proposed reduction by the Railway administration of the wages

of workmen accepting transfer to Dohad The board of con ciliati on aft erenquiry into the dispute recommended, inter alia, that the railway administration should give up its demand for the proposed reduction and the Government of India authorised the Agent in June 1930 to settle the dispute on thelines recommended by the board of conciliation.

90. Stall retrenchment.—In the summer of 1929, it became apparentthat railway earnings were decreasing to an alarming degree and the RailwayBoard wrote to the Agents of Railways impressing upon them the necessity oftaking all possible steps to keep working expenses under control, of ensuringthat every avenue of economy was explored and that no new items of expendi

ture were sanctioned without a clear realisation of their necessity and urgencyThis was followed up in July 1930, by a further letter in which railways were instructed to make a special investigation into the methodsby which expenditure could be curtailed, and the main directions in whichit might, in the opinion of the Railway Board, be found possible toreduce work in g costs were ind ica ted Officers were also detail ed to see howthe office procedure in all departments of the railways could be revised and.simplified so as to reduce the expenditure on staff, stationery and forms and toinitiate changes in practice which would lower the cost of the repairing andmaintaining permanent-way and structures

Owing to the continued decrease in traffic earnings the Railway Board,in January 1931, summoned the Agents of Class I Railways to Delhi inorder to. decide upon wh at fur ther measures would have to be taken to meetthe si tuat ion As a result of the meeting w i t h the Age nts, the estimates ofwork in g expenses of rail wa ys for the year 1931-32 were cut dow n from Rs. 58½crores to Rs 53 crores.

By this time, it was realised that it would be impossible to retain thelarge number of surplus employees who with the continued fall in traffic werebecoming more numerous every day and that the drastic reduction in workingexpenses which had become necessary, would inevitably entail the dischargeof workers on a large scale In the circumstances, the Rai lw ay Bo ard andthe railway administrations felt it incumbent upon them to commence towardsthe end of the year an economy campaign involving inter alia large reductionsin staff

In order to regulate such discharges in a fair and reasonable manner andto minimise the hardship entailed, orders were issued by the Railway Boardearly in March 1931 to the Agents of State Railways, with an invitation toCompany-managed railwavs to follow the same procedure, that the leastefficient employees should first be discharged, next those of short service andafter that those nearing the age of superannuation, and further, that allpractical steps should be taken to see that the unfortunate necessity for reducing staff did not operate to the detriment of communities not at present ade-quatelv represented in the ra ilway services A w a i t in g lis t was also requ iredto be maintained for employees brought under reduction to ensure that no outsider was appointed in any department, division or district of a railway so



B O M B A Y , B A R O D A & C E N T R A L I N D I A R A I L W A Y .

YD class locomot ive manufactured in Ajmer Workshops.





STAFF. 67

lon g as a suitable man was available from such li st . These instru ction s wereapplied to all classes of staff except:—

(i) employees d raw in g not more tha n Rs 30 per mensem in respect ofwhom the Agents of railways were authorised to prescribe theprocedure to be fol low ed ; and

(it) workshop employees.

Instructions in respect of workshop employees conceived with a similarpurpose and based upon similar principles, were also issued

M




CHAPTER VIIMISCELLANEOUS.

91. Passenger train services and travel amenities.—Considerationof improvements in the passenger tram organisation and in station arrangements has continued to receive the careful examination and attention of thera ilw ay adm inis tra tion s thro ugh out the year. Special efforts have beendirected, so far as the funds available would allow, towards the modernisation of coaching stock design, and to such matters as an adequate supply of

cool drinking water for passengers, restaurant car and refreshment roomcatering arrangements, waiting room accommodation and to the many otherdetails whic h go to ensure the com for t of passengers The closing months ofthe year, however, witnessed no signs of a revival in the volume of traffichandled and the programmes of betterments which have been steadily pursuedin recent years required of necessity to be slowed down to conform with theli m it ed supply of funds available fo r such works. It also became needfultowards the close of the year to consider modifications in the tram servicesto suit the altered circumstances of a decreased traffic and to bring aboutother economies so as to confine expenditure to no more than was necessaryfor the proper upkeep of the track and equipment. The fo ll ow in g is a br ie f

summary of alterations made in the extent of the tram services and of theimprovements it has been possible to effect on the principal railways duringthe year For the most pa rt these were car rie d out in fu lfi lmen t of previousprogrammes or were executed on account of the urgent necessity for the worksbeing put through

Train Services.

Bengal Nagpur Railway.—Although the daily tram mileage of mail andexpress trains was reduced from 3,646 to 3,120, that of ordinary passenger

trains was increased from 8,714 to 9,038. The local tr a in services mileagewas also increased.

Bombay, Baroda and Central India Railway —The speed of the Ka th ia -war express from Bombay was accelerated and also that of the frontier mailsand the dow n Bombay Punj ab express Tra de depression and the f a l l inearnings necessitated certain passenger and local trains being cancelled fromthe 1st September and the 1st October, 1930. Bombal Cent ra l Sta tio n wasformally opened on the 18th December, 1930, and from the 19th of that monthall mail, express and through passenger trams were started from and terminated at th at terminus instead of Colaba Bombay Cen tral Loc al Sta tio nwas also opened for traffic on the same day Colaba stat ion was closed from

midnight of the 31st December, 1930, and Church Gate station made theterminus for local and suburban electric tra ms Adju stmen ts were made inthe runs of steam coaches, a light unit which is under experiment as a meansof meeting the requirements of local short distance traffic.

Burma Railways.—The opening of the section Nyaungdo to Kyaukpa-daung, a distance of ,10¾ miles, and the extension of two trams to and fromKyaukpadaun g entailed a small increase in the da ily mileage of mix edtrains.

Eastern Bengal Railway—Owing to the general trade depression thegoods and passenger train services had to be reduced, and as a further measureof economy a number of passenger trains were converted into mixed trains.The train miles run per day by passenger trams other than mail and expresstrains, but including suburban, shuttle and mixed trains, were reduced from7,708 to 6,139 miles on the metre gauge and from 10,511 to 9,114 miles onthe broad gauge.



MISCELLANEOUS. 69

East Indian Railway.—The to ta l mileage of ma il , express and otherpassenger trains including mixed trains, suburban trains and shuttle serviceswas 1,230,463 during the year 1930-31, as compared with 1,274,884 in theprevious year, which represents a decrease of 1,432 train miles per day.There was a decrease in all services except ordinary passenger trains.

Great Indian Peninsula Railway—A reduction was made in the trainmileage of all services rendered necessary on account of the heavy drop intraffic. Two m ai l and express tr ai ns were cancelled, also 8 passenger tra in s,16 mixed trains and a large number of electric suburban trains

Madras and Southern Mahratta Railway —Th e tr a in miles on the broadgauge were reduced by 450 compared with the preceding year, made necessaryon account of the decreased demand for accommodation There was a smal lincrease in the mileage of suburban trains . On the metre gauge section the

train miles were reduced by 1,035 principally through the cancellation of onetrain each way between Poona and Kolhapur and two locals between Katpadiand Chitoor.

His Exalted Highness the 'Nizam's State Railway—On the broad gaugethe train mileage of mail and express trains was reduced but that of ordinarypassenger tr ai ns was sl ight ly increased On the metre gauge a reduc tion wasmade m the train mileage of passenger and mixed trains to correspond withthe reduced demand for travel

North Western Railway.—Adjustments of the time-table resulted in anincrease in the train mileage of mail and express trains of 1,224 daily, but areduction in that of passenger and shuttle trains of 1,148 and 1,253

South Indian Railway.—Train miles were increased under the headsmail, express, passenger and suburban trains and reduced under mixed andshuttle trains other than suburban, the net effect being an increase in thedai ly t r a m mileage of 1,247 The increase in tr a in miles was pa r tl y due tothe opening of new lines

Improvements in the design of and accommodation in carriages.

Assam Bengal Railway.—Of the 458 third and intermediate class carriages (including composite carriages of different classes), 443 have now beenfitted w i t h lat rines. Of these 416 have been provided w i t h water tanks

Bengal and North-Western Railway—During the year the f it ti ng ofelectric lights in the latrines of bogie third class and intermediate and thirdclass carriages has been extended

Bengal Nagpur Railway — Li g h ti n g arrangements are gradu ally beingprov ided in the lat rines of t h i r d class carriages A l l coaches have been pro vided with latrines and enamel floor pans have been fitted to all third classlatri nes Expe rim en tal wo rk was undertaken in regard to a better type ofupper berth in first and second class compartments and of fans in intermediate class coaches.

Bombay, Baroda and Central India Railway—The programme for the

replacement of old type vehicles by modern stock of the latest standard designand the el im in at io n of four-wheeled stock was continued The new type ofcoaches is provided with larger latrines according to the standard laid downby the Rai lw ay Board A l l gas-l it stock is gra dua lly being converted to electric lighting and the external lighting of broad gauge coaching vehicle rakeswas taken in hand . Readi ng lamps have been provided over each berth infirst class carriages and the number of fans in upper class stock increased

Burma Railways.—The electric lighting of all the bogie stock was comple ted Coat-hooks have been provided in 1,500 la tri nes of t h i r d class carriages and the latrines generally improved

Eastern Bengal Railway.—An improved pattern throwover window catch

has been fitted to the sla tted window s of some coaches. There was a net i n crease in the seating accommodation of 4,453 seats on the broad gauge and3,981 on the metre gauge following on the placing of new stock on the line-

M 2



70 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RAILW AYS FOR 1930-31.

East Indian Railway —The construction of one inte rmedia te class andone th i rd class tou ri st car was taken in hand These vehicles are 68 feet long,mounted on standard bogie underframes and w i l l each accommodate 38 pas-sengers. Two rakes of passenger stock were fi tte d w i t h an improved systemof external li gh ti ng The external li gh ti ng is entirely separate from theinternal and is used only when the tram is at a stand or proceeding deadslow. The in te rnal li gh ti ng has been grea tly improved by th is separation;the method, however, is s t i l l in the exper imenta l stage A l l latri nes in bogieintermediate and th i r d class stock passing thr oug h workshops were fitted w i t hcoat-hooks.

Great Indian Peninsula Railway.—The year saw the completion of asecond ar ti cu la ted rake fo r the Poona-Bombay section. Four first and secondclass composite carriages were bu i lt to the new standard design Each first

class berth is provided with a fan and second class compartments have twofans where previously one was provided Tw o exper imen tal t h i r d classtourist cars of new design were built, each fitted with 20 berths and amplewashing and bathing accommodation

His Exalted Highness the Nizam's State Railway—Incandescent gasburners were substituted for ordinary gas burners in some third class carriages Coat-hooks and corner shelves were prov ided in several carr iages.

North Western Railway.—Improved upholstering of seat cushions wascontinued and better wide-type latrines with higher capacity water tankswere provided in lower class carnages Exper iments were made w i t hdifferent types of light fittings and a design arrived at which is satisfactory

as regards the illumination of the footboard and lighting on either side ofthe t r a in at pl at fo rm and ra i l leve l 150 vehicles were converted from gasto electric li gh ti ng du ri ng the year As in the previous year a l l lower class•carriages bu il t were provide d w i t h a wider type of la tri ne w i t h higher•capacity water tank Au toma ti c self-closing water-cocks were used to avoidwaste and to improve the flushing The new inte rmediate class carriageswere provided with a folding type of wash-hand basm in the latrines

Jodhpur Railway —L at rines in certa in lower class carnages were enlarged and provide d w i th electric lig ht s and venti lat ion Coat-hooks werefitted. An alteration was made in the design of certain lower class carriagesthe purpose of which is to enable passengers to obtain access to any part of

the carriage Rohilkund and Kumaon Railway —The roofs of all third class passenger

stock have now been painted white internally and the sides white and grey;th is has improved the l i gh t ing of the coaches An improvement was madein the latrine arrangements

South Indian Railway — 28 bogie t h i r d class carr iages and 16 bogiecomposite first and second class were built to the latest design in replacement of old vehicles Separate women's accommodation was provide d in 18broad gauge and 2 metre gauge carriages and the existing women's compartments in a large number of metre gauge carriages were provided with indication boards capable of being suitably illum ina ted at nigh t Other improvements were effected in the. accommodation for women De st inat ion boardsindicating the stations between which coaches are employed have been fittedto the ext erior of many thr ough trains Improvements were made in thelat rin e arrangements Revolving chairs ori gin all y provided in a di ni ng carhave been replaced by tip seats; additional steps have been provided in manycarriages to afford greater convenience in entering and alighting at low-levelpla tforms A l l upper class compartments of the metre gauge stock have nowbeen fitt ed w i t h nigh t- li gh ts Locks of special design have been fit ted to thelavatory doors of all new upper class carriages which prevent the doors fromopening while the train is in motion.

Supply of Drinking Water Assam Bengal Railway.—A tube well was sunk at Srinidhi, an extra

ground tank dug at Furkating and the existing tank at Maherkalibari stationwas extended.



MISCELLANEOUS 71

Bengal and North-Western Railway.—During the hot season 88 extrawatermen were employed and 12 wheeled water tanks provided at certainim port an t stations. Tw o hydrant s were erected at Sonepore and one newdouble-headed hydrant on the island platform at Khagana.

Bengal Nagpur Railway.—209 permanent watermen were employed asat the 31st March 1931, with an additional temporary hot weather staff of76 men An extra two-wheeled receptacle for the supply of water was pro vid ed du ri ng the year at I t w a r i Stat ion. One water storage shelter wasprovided at Bilaspur.

Bombay, Baroda and Central India Railway.—The method of providingtr av el lin g watermen on al l passenger tra ins dur in g the hot weather wascontinued. A dd it io n al watermen were appointed on the metre gauge W i t ha view to ar ra ng ing a better supply of cool d ri nk in g water, experiments

were made of concentra ting wate rmen at la rge stations where tr ains stop forten minutes and over. A large number of improvements was made in thewatering arrangements at stations by way of water taps, pipe lines and waterhouses.

Eastern Bengal Railway.—The supply of drinking water to passengerswas improved during the year by the provision of water taps, hyarants andtube wells at five stations at a total cost of Rs. 6,838

East Indian Railway.—A filtered water supply was provided at BarakarSt at io n. A 3 inch pipe for the t h i rd class area at Cawnpore Centr al wasinstalle d, bric k bui lt parapets for wate r ja rs erected at Mir zapore andnotices directing passengers to these hung in conspicuous places; additionalHindu and Muhammadan watermen were appointed during the hot weather,and wooden cages were supplied at certain stations for storing drinkingwater in jars.

Great Indian Peninsula Railway.—Water cages were provided onpassenger platforms at six stations, a stand pipe erected on the down platform at Bodwad and a water tap at Chembur

Madras and Southern Mahratta Railway —On this Rai lway permanentwaterme n were employed at 41 stations, temporary men at 54 Wa ter tapswere provided at 90 stations and water taps and watermen at 74 stations

His Exalted Highness the Nizam's State Railway.—Improved arrange

ments for supply of water were made at Bhadrachallam and Potkapalli North Western Raihvay—Deep well hand-pumping plants or tube wells

were provided during the year at nine stations, handbarrows for cold waterwere supp lied at several stations As in the past ex tra watermen wereemployed during the hot weather and squads of watermen accompanied trainsto supply water to passengers.

Rohilkund and Kumaon Raihvay.—Five hand carts were suppl ied at-certain stations- The se ttl ing tank at Ramnagar was di vi de d so as to allowof silt being separated and of the water being chlorinated.

South Indian Railway.—Additional hv drants were erected at seven

station s; d r i n k in g water carts were provided at two stations and onechlorinated tank at Nilambur Road.

Restaurant Car Services and Refreshment Rooms,

Bombay, Baroda and Central India Railway—The po pu la rit y of thearrangements for hot meals for Hindus and Muhammadans on certain broadgauge express tr ai ns was maintaine d. The number of new refreshment roomsprovided were two for Hindus, two for Muhammadans and two for thetr av el li ng public generally at Bombay Cen tral and one for the lat ter atChitorgarh.

Burma Railways.—One new dining car was builtGreat Indian Peninsula Railway —A buffet car fo r Ind ia n refreshmentswas ran on the Grand Trunk expresses between Balharshah and Delhi from1st September, 1930. D i n i n g cars fo r 1st and 2nd class passengers were





MISCELLANEOUS. 78

wooden stalls. Combined f r u i t and tea stalls of an imp roved type were constructed at Vellore Cantonment and Cannanore

Waiting rooms for upper class passengers. Waiting halls for third class passengers Benches.

Assam Bengal Railway.—A waiting room was provided for first andsecond class passengers at Chowmuhani. The wa it in g shelters at Comill a andBra hm anb ari a have been extended. Jamuna mukh station bu il di ng has beenextended to provide for third class passengers and a new shelter has been builtat Sholashahar station

Bengal and North-Western Railway — A waiting hall was provided onthe p lat fo rm at Go rakh pu r st at io n Double seated benches were provide d ata few stations and the supply of additional benches is in hand.

Bengal Nagpur Railway —Extensions and improvements to the wa it in ghails at Kanhan, Byree and Khirsadoh were sanctioned and work completeddu ri ng the year W a i t in g halls at Kh aj ur a, Ka nh iw ar a and Cuttack werecompleted and the construction of shelters at two other stations taken inhand . Tempora ry w a i t in g shelters were completed at five passenger hallsbetween stations Two benches each were pro vid ed on the platf orms atBho ju di h and Ch akardh arpu r and one bench at Bakrabad Twelve bencheswere provided in the waiting shelters at five other stations

Bombay, Baroda and Central India Railway - Mod ern w ai ti ng and retiring rooms were provided at the new station building at Bombay Central and

a w a i ti n g room for ladies constructed at Church Gate A w a it in g room wasalso prov ided at Chanasma A d d it io na l passenger halls, w ai ti ng sheltersand other accommodation for passengers were provided at a large number ofstations, the nature of the alterations taking the form of extending waitingshelters, provision of lighting, sunshades, zenana rooms, covered roofs overplat form s, etc It is the policy of the Bombay, Baroda and Ce ntra l In d i a.Railway to provide waiting shelters with benches and 68 wooden or cementbenches were supplied during the year

Eastern Bengal Railway.—A first and second class waiting room was completed and brought in to use at Bogra Extensions and improvements were

made to w a i t ing ha lls fo r t h i r d class passengers at seven stations New wai ting shelters were bu i l t at ni ne stations at a to ta l cost of Rs. 20,713 Passengershelters at Raninagar and Abdulpur were also under construction at. the endof the year. Besides the above, combined intermediate and th i r d class ladies'w a it i ng rooms and halls were prov ided at six stations At 98 stations a to ta lof 158 ad di ti on al benches were prov ided in t h i rd class w ai ti ng halls Theamount expended on such amenities amounted to Rs 4,044

East Indian Railway—The shelters for third class passengers at Ondal,Chandrapura, Roorkee and Najibabad were extended and new shelters builtat four stations. A d d it io na l pl at fo rm benches were prov ided at 26 station s,these included 22 at Cawnpore Central

Great Indian Peninsula Railway.—An old third class waiting room atDhamangaon was converted into an upper class ladies' waiting room, and awaiting room for purdah women provided m the existing third class hall.The w a i ti n g h al l at Ba ran was extended. New t h i r d class w a it in g shelterswere prov ided at nine stations. Fourteen benches were provided at fourstations.

Madras and Southern Mahratta Railway—The third class waiting roomat Gudivad a and Chi ck jaj ur were extended. W a it i n g rooms were providedfor purdah women at three stations. T h i r t y ad di tio na l benches were prov idedon platforms at 12 stations.

His Exalted Highness the Nizam's State Railway—Waiting shelterswere prov ided at three stations. A th i r d class w a it in g room at one stationwas paved and the Secunderabad Broad Gauge main platform roofing wascompleted.




North Western Railway.—Waiting rooms for first and second class passengers were pro vide d at Derababa Nanak , Lalamusa and Sim la. Extensionsto waiting shelters were carried out at three stations and a new shelter wasconstructed at Tarujab ba 230 ad di ti on al benches were supp lied at 40stations

South Indian Railway,—Waiting rooms for first and second class passengers were provided at Nazareth, Manamadura, Guindy, Pallavaram andTambaram The ex is ti ng w a it i n g shelter accommodation was extended atseven stat ions New shelters were erected at 16 stat ions , some of these beingtempora ry in connection wi th special mela traffic. 75 ad di ti on al benches weresupplied at 13 stations

Opening of new stations and city booking offices. Bengal Nagpur Railway —One ad di ti on al passenger ha l l was opened

during the year at Chandameta in the Nainpur District

Bombay, Baroda and Central India Railway.—Eight new flag stationswere opened dur in g the year Three of the ex ist ing flag stations, at wh ic h afairly heavy traffic had been fostered are being provided with booking offices,w a i ti ng shelters, and benches. Boo king faci lit ie s or improvements ad di ti on alto the existing facilitres were provided at a large number of stations

East Indian Railway —A booking office in the new t h i r d class wa it in g

hall was provided at Tundla North Western Railway.—New stations were opened during the year at

the Wa lt on Tr a in in g School and at Khudaz ai. A ci ty booking office wasopened at Patiala m December, 1930, but on account of insufficient traffic wasclosed in the following March

92. Flood damages.—The rainfall throughout the country as a wholewas normal, but as is usual the distribution varied in different localities causing sudden floods of sufficient severity to breach the line or cause damage tobridges The more serious of these in te rr up tion s to traffic were the washaway of 4 spans each of 60 feet m length of the Waghoor River Bridge on the

Great I n d i a n Penin sula Rai lw ay . Damage to several bridges on the EasternBengal Railway was caused as a result of heavy rain in the adjoining hillsand several breaches occurred on the South Indian Railway including seriousdamage to the N i l g i n h i l l ra ilw ay where several bridges were completelywashed out . Th is section of the lin e was out of commission from October,3930, un t i l A p r i l in the fo ll ow in g year Some details of the breaches, wash-aways and slips that occurred during the year are recorded below.

Bombay Baroda and Central India Railway.—On 29th June 1930, owingto heavy rain the narrow gauge branch line was washed away at manyplaces between Samni and Pakhajan and also between Sambeti and DahejThe train service was suspended and was resumed from the 2nd July, 1930On 3rd July, 1930, the line was again breached at several places on the Samni-Dahej Railway and between Koteshwar and Kora on the Broach-JambusarRa ilw ay The t ra i n service on the Samni-Dahej Ra ilw ay and betweenKoteshwar and K a v i was suspended The line on the Jamb usar- Kav i R a il way was repaired and communication restored on the 9th July, 1930, andtha t on the Samni-Dahej Ra il wa y on the 11th Ju ly , 1930 On 4t h Ju ly ,1930, the line was breached at ce rtain places between Nar and Sayama. Thelin e was repa ired on 9th Ju ly , 1930 Tra nsh ipm ent was arranged betweenSayama and Cambay from 9th Ju ly , 1930, and thr ough comm unicationrestored on 15th Jul y, 1930. On 21st Ju ly , 1930, the li ne was breached atChan M ah la and was unsafe for tr ai ns ; transhipm ent was impossible. Thefrontier mails were diverted via the Great In di an Peninsula Ra ilw ay. Theline was repaired and through communication restored on 22nd July, 1930On the 7th and 8th July, 1930, owing to heavy rains, the Sabi river whichwas in flood le ft it s course and swept thr ough the Re wa ri statio n ya rd w hi ch





R O H I L K U N D & K U M A O N R A I L W A Y .

Chandan Chowki—Sleepers for Indian railways extracted from the Nepal Government forests.



MISCELLANEOUS 75

was scoured thr ough and the lin e near R ew an breached between P at au diRoad and K h al il p u r, between Rew ari and Jatueana, between K u n d andK h o r i and between Baw al and R ew an . Thro ugh communication wasrestored after a week

Great Indian Peninsula Railway.—On the Pachora Jamner Railway, 4spans 60 feet lon g of the Waghoo r Ri ve r Br id ge at miles 25 5/11 were washedaway and the bank considerably damaged fo r a length of 1,250 feet Thi soccurred on 9th September, 1930, and through traffic was resumed on 1stDecember, 1930. On the Cawnpore-Banda Rai lw ay a washaway occurredat mil e 838 3, due to abnorm al ra in in the Bha rwa Sumerpur area on the27 th of Ju ly , 1930 Th is breach was repa ired and the line was opened fortraffic on the 30th Ju ly , 1930 Aga in on the 4th August , 1930, and on the12th Aug us t, 1930, par ts of a br idg e collapsed. Th is bridge was of bric k

masonry and consisted of three fifteen feet arches The highest flood levelwas 18 inches above r a i l level on the 28 th Ju ly Tra nsh ipm ent at site wascarried out t i l l 20th September when a temporary bridge on the original alignment was brou ght int o use. A tempora ry diversio n was started on 12thSeptember, approx imate ly 1,300 feet long w i t h a grade of 1 in 100 Thetemporary bridge on the permanent alignment was opened for traffic on the9th May, 1931

Eastern Bengal Railway.—Due to heavy rams in the hills, two sectionsof the metre gauge, viz., the Gauhati extension and the newly opened Purnea-M u r li g a n j branch, were attacked by the river s in those parts, and seriousdamage was done to bridges

Madras and Southern Mahratta Railway—On the afternoon of 20thOctober, 1930, bridge No. 482 at mile 146/3-4 between Kavali and Tettu wasaffected by floods and the line damaged in several places between these twostations rend er ing passage of tr ai ns impossible. On 27 th October, 1930,only a few im po rta nt tra ins were ru n and were transhipp ed at bridgeNo 482 On and from 28th October, 1930, a li m it ed tra m service was in tr oduced between Ma dras and Bezwada Transhipm ent was necessary u n t i l 1stNovember, 1930, when throug h ru nnin g over the bridge was resumed Thenormal tr a m service was restored from 5th November, 1930. On the 29thNovember, 1930, .owing to a cyclone several breaches occurred on the North-East lin e necessitating in some instances diversion of traffic By the 5th

December through running was resumed

North Western Railway—Breaches occurred in several places on theKohat-Thal and Larkana-Dodapur sections of the narrow gauge lines and theheavy flood m the Sutlej River was responsible for others on the Lohian Khassection B u t in these cates the damage was not considerable A seriousbreach in the Beg ar ji Bund allowed the Indu s River water to flood thecountryside and attack the ra il w ay lin e on the Ru k- Sib i section Only emergent tranship men t was done du ri ng thi s period by boats and trol lies Sixspecial trains were run with flood refugees from Shikarpur to Rohri on 27thJu ly , 1930 An arrangement was also made to transh ip the ma ils by aero

plane between Rati and Jacobabad and it continued from 8th August, 1930,to 10th September Heavy slips occurred on account of constant ram m theKangra Valley and interfered with traffic on the Kangra Valley RailwayOn the Sind left bank feeder line trouble was experienced on the Mahrabpur-Pad Idan section which was breached in several places.

South Indian Railway —D ue to heavy rain s between 21st to 2(ith October,1930, and again in November there were breaches in several sections of thisra ilw ay causing in te rru pt ions to traffic A l l the breaches were restored w i t hm a pe rio d of one month but serious damage was caused on the N i l g i r ira ilway due to heavy slips,, re su lti ng in several bridges being completelywashed away; they were reconstructed and thr ough comm unication was

restored on 10th April, 1931.93. Accidents.—The following table shows the number of passengers,

railway servants and other persons killed and injured in accidents on Indian

N



76 REPOiRT BY TH E RAILWAY BOARD ON INDIAN RAILWAYS FOR 1930-31.

Railways, apart from accidents in Railway Workshops, in 1929-30 and1930-31:—

0 M M .

Pastengers.

In accidents to trains, rolling-stock, permanent-way, etc.

In accidents caused by movements of

trains and railway vehicles exclusive oftrain accidents.

In accidents on rai lway premises in wh ichthe movement of tra ins , vehicles, etc.,was not concerned.

Railway Servants.

In accidents to trains, rolling-stock, permanent-way, etc

In accidents caused by movements of tra insand railway vehicles exclusive of trainaccidents

In accidents on rai lway premises in whichthe movement of trams, vehicles, etc.,was not concerned.

Other peisons.

In accidents to trains, rolling-stock, permanent-way, etc.

In accidents caused by movements oftrains and railway vehicles exclusive oftrain accidents.

In accidents on railway premises inwhich the movement of trains , vehicles,etc., was not concerned

K I L L E D .

1929-30

6

349

3

858

33

343

62

438

67

2,481

21

2,569

8,865

1930-31.

12

825

337

25

282

44

351

71

2,397

24

2,492

3,180

INJURED.

1929-30.

69

1,040

17

1,126

174

1,708

4,014

5,896

171

774

87

1,082

8,054

! 193031.

140

881

16

1,037

132

1,827

4,659

6,618

96

735

61

892

8,547

Of the total of 3,180 persons killed, 1,921 were trespassers on the line,365 were reported by the Police to be suicides and 68 were killed on railwaypremises otherwise than through the movement of trains. The number ofpersons killed has decreased by 186 as compared with the previous year. Themumber of passengers killed, decreased by 21 and of passengers injured by



MISCELLANEOUS. 77

89 although there was an increase in the passenger train miles of 130,000over the previous year. The fol lo wi ng figures show the number of passengerskilled! and in ju re d on al l railway s du ri ng the last 5 years :—

1926-27 -

1927-28 .

1928-29 .

Year.

.

PASSENGKKS.

Killed.

847

387

418

S58

337

Injured.

1,264

1,179

1,368

1,126

1,037

On class I Railways the number of railway servants killed in accidentsoccurring during the movement of trains and railway vehicles, exclusive oftrain accidents, decreased by 64, while the number injured increased by 121.The following table analyses the main causes of accidents :—

Cause.

Misadventure or accidental

"Want of caution or misconduct on thepart of the injured person.

Wa nt of caution or breach of rules, etc.,

on the part of servants other than thepersons injured.

Defective apparatus or system of working, dangerous places, dangerous conditions of work or want of rules or systemsof working.

K I L L E D .

1929-30

210

125

3

888

1930-81.

187

80

7

274

I N J U R E D .

1029-30.

1,400

215

81

1,646

1930-31.

1,550

186

3 0

1

1,767

94. The following is an analysis of accidents which occurred during thelast tw o years grouped according to the p r in c ip a l causes. A statement snow-

N2





MISCELLANEOUS 79

train wrecking or attempted train wrecking, the number in 1929-30 was 58whereas in the year under review it is 145

95. Am on g the more serious accidents wh ic h occurred duri ng the year thefol lowing may be briefly ment ioned: —

Derailment of 1 Up Express on the Bengal and North-Western Railwayowing to a cyclonic storm.—On 26th May 1930 at about 19-5 hours whileNo 1 Up Express tr a in was proceeding between Sahebpur Kam al an dLa kh mm ia on the Katih ar-C awn pore section of the Bengal and No rth -Wes tern Ra ilw ay , it was struck by a cyclonic storm The dr ive r app liedthe brakes and brought the train almost to a stand, but the force of the stormderaile d the t r a i n , and a l l vehicles, except one bogie, were overturnedOne passenger and the engine Khalassi were killed and four passengers, thedri ver , fireman and Assista nt Guard in ju re d The tot al damage to the ro ll in g

stock amounted to Rs. 21,500 Derailment of No. 60 Down mixed tram on the Bombay, Baroda and

Central India Railway owing to a storm —On the 10th June, 1930, at 18-10hours No . 60 Do wn mix ed tr a m whil e proceeding from Sonason to Hi ma tn ag aron the Ahmedabad-Parantij branch of the metre gauge section of the Bombay,Baroda and Centr al Ind ia Ra il wa y encountered a severe storm The lastnine vehicles of the train which were all bogie passenger vehicles were blownfrom the tra ck and over turne d Tw ent y- tou r passengers were in ju re d, ofwhom one die d subsequently The damage to ro ll in g stock amounted toRs 1,800

Derailment and attempted wrecking of 10 Up passenger train on theGreat Indian Peninsula Railway —On 'the 24th Ju ly 1930 at 15-15 hoursa l l the vehicles (except the engine) of No 16 Up passenger t r a in were de ra ile dbetween Narayanpeth and Yadgiri on the Poona-Raichur section of theGreat I n d ia n Peninsula Ra ilw ay Tw o ra ilw ay servants and three passengerswere sl ight ly in ju re d The dera ilme nt was due to some wooden keys ha vi ngbeen maliciously removed from the track and to an obstruction being placedon the ra il s The estimated cost of damage to the permanent way wasRs 1,584 and to ro l l ing stock and locomotive Rs 2,000.

Derailment of 12 Down mixed train on the Burma Railways owing to theline being breached by heavy rain —On the 15th September, 1930, at about 1-0

hours, 12 Down mixed tram while on the run between Ywadaw and Pymmanaon the main line between Rangoon and Mandalay on the Burma Railwaysran into a breach which had been caused by heavy ram which fell duringthe tw o hours imm ediately preceding The engine and tender, ten goodswagons, one bogie to ur in g saloon and one bogie brake were derai led . Oneservant in the saloon was ki ll ed and three in ju re d. The approxim ate damageto the ro l l ing stock amounted to Rs 30,000, and to the permanent wayRs 1,000.

Derailment and attempted wrecking of No. 302 Down goods train on the East Indian Railway.—On the 17th September at about 0-50 hours , No 302goods train was derailed between Karchana and Bheerpur on the Moghalsarai-

All aha ba d section of the East I nd ia n Ra ilw ay The engine was overturnedand the twelve leadi ng wagons derailed The drive r, gu ard and first firemansustained sli gh t in jur ies . The derailm ent was due to w i l f u l damage ha vin gbeen done to the line, one rail having been completely removed from its positi on on the sleepers an d la id at the side of the trac k The damage to ro ll in gstock and to the engine was estimated at Rs. 13,000 and to the permanentway about Rs. 500

Derailment and attempted wrecking of 7 Up Dacca Mail on the Eastern Bengal Railway — On the 17th September 1930, at about 0-52 hours, No 7 UpDacca M a i l was en tir ely derailed between Ban pur and Darsana on theRanaghat-Poradah section of the Eastern Bengal Ra ilw ay The dr ive r felt

the wheels under his cab derail and immediately applied the brake, thetrain coming to a stand within its own length, but not before it had beenderailed. Four persons were k il le d and fifty-six in ju re d The derailmentwas due to a rail having been stripped of its fastenings by some person or













RAILWAYS IN INDIA ALPHABETICALLY ARRANGED ACCORDING TO CLASSES. 85

A P P E N D I X A .

Railway Administrations in India alphabetically arranged in threeclasses according to their gross earnings showing the workingagencies and ownership.

[NOTE.—Railways under construction or sanctioned tor construction on the 31st March 1931, areshown in italics ]

RAILWAY

Name.

i

1. Assam Bengal .

Wee tern.

3. Bengal Nagpur

4. Bombay, Baroda andCentral India.

6. Burma .

S Y S T E M

Worked by

! 2

LINES COMPR

Name.

3

C L A S S I . — R A I L W A Y S .

Assam Bengalway Company.

\

R a i l -

Western RailwayCompany.

Bengal Nagpurway Company.

| Bombay, BarodaCentral Indiaway Company

State

R a i l -

and

R a i l -

(a) Assam Bengal

(6) Chaparmukh Silghat

(c) Katakhal Lalabazar(d) Mymonamgh Bhairab

Ba7ar

(a) Bongal and N ort h-' Westorn

(6) Mashrak-Thawo' (c Tirhoot

(a) Bengal Nagpur

(6) Anuppur-Maneadra-garh

, (c) Mayurbhan j .

(d) Parlakimedi Lig ht .(e) Purulia-Ranohi(f) Raipur-Dhamtari(g) Satpura

(a) Bombay, Baroda andCentral India

(6) Nagda-Ujjain .(c) Petlad-Cambay (An-

and-Tarapur Section)

(d) Petlad-Cambay(Tarapur-Cam b a ySootion).

(e) Tapti-Valley .

(f) Bombay, Baroda andCentral India.(g) Ahmedabad-Parantij

(h) Dhrangadra .(i) Gaekwar's Mehsana .(j) Jaipur State .(it) Palaopur-Deesa(I) Bombay, Baroda and \

Central India.(m) Chanipaner-Shivraj-

pur-Pani Ligh t.(n) Godhra-Lunavada .(c) Nadiad-Kapadvanj .lp) Piplod-Devgad-Bana !(q) Rajpipla State

(a) Burma .

ISED lN Tit

Gauge.

3'

3'

3'3'

3'

3'3'

5'

5'

2'

2'2'2'2'

5'

5'5'

5'

5'

3'3'

3'3'3'3'2'

2'

2'2'2'2'

3'

4

33 / 8'

33 / 8'

3*'3

3 / 8

33 / 8

33 / 8

3 | '

6 '

6'

6'

0 '866 '6*

6'

6'6*

6'

6'

3 | '

33 / 83 | '3

3 / 8

6 '

6 '

6 '6 '6 '6 '

K SYRTRM

Owned by5

State

Branch line Companyunder guaranteetorma

D i t t oBranch line Company

under guaranteeand rebate torma.

Company subsidizedby the Governmentof India *

State.Do

Do

Do

Branch Lino Com-pany under rebateterms.

Indian State.StateDoDo

Do

Indian State.Dit to .

Dit to

Branch line Companyunder rebate terms.

State.Branch line Company

under rebate terms.Indian State.

D i t to .D i t to .Ditto.†

State.


D i t t o .D i t to .

Indian State.D i t to .

State.

* Receives land only from Government.† Owned jointly by Government and Palanpur Durbar.

0 2



86 REPORT BY THE RAILWAY BOARD ON INDIAN RAILWAYS FOR 193041 .

RA I LW A Y S YS TE S .

Name.

1

Worked by

2

LINES COMPEISE IN THE SYSTES.

Name. Gauge.

4

Owned by

ft

CLASS L—RAILWAYS-con td.

6. Eastern Bengal. .

7. East Indian

8. Great Indian Peninsula.

9. Jodhpur .

10. Madru and SouthernMahratta.

11. Nizam's State .

State . . . I

State

State

Indian State

Madras and SouthernMahratta RailwayCompany.

|i

'

Nizam's State Railways.

(a) Eastern Bengal(b) Sara Sirajganj

(c) Eastern Bengal(d) Coooh Behar Sta te .(e) Eastern Bengal(f) Khulna-Bagerhat .

(a) East Indian .(b) Hardwar-Dehra

(c) South Bihar .

(d) Cawnpore-Burhwallink.*

(a) Great Indian Penin-sula.

(b) Bhopal-Itarsi (IndianState Section).

(c) Bhopal-Ujjain(d) Bina-Goona-Baran .(e) Dharwa-Pusad(f) Dhond-Baramati

(g) Elhohpur-Yeotmal .(h) Paohora-Jamner(i) Pulgaon-Arvi .

(a) Jodhpur(b) Jodhpur-Hyderabad

(British Section).

(c) Mirpur Khas-Khadro

(a) Madras and SouthernMahratta

(b) Kolar Goldfielda(c) Tenali-Repalle(d) Madras and Southern

Mahratta(a) Alnavar-Dandeli(Pro-

Tinoial)(f) Bangalore-Harihar .(g) Bezwada-Masuh-

patam.(h) Hindupur (Ywvant-

pur-Myeore Fron-trer)

(i) Kolhapur State(j ) Sangh State .(k) West of India Porta-

guese.

(a) Nizam's State(b) Bezwada Extension .(c) Nizam's State .(d) Dronachellam (Dho-

ne)-Kurnool.Bntiah

Frontier.

5'5'

3'3'2'2'

6'5'

6'

3'

5'

6'5'5'2'2'

2'2'2'

3'3'

3'

5'

5'5'3'

3'

3'3'

3'

3'3'3'

5'5'3'3'

6'6'31 '

33 / 8'6'8'

6'6'

6'

3¾'

8'

8'6'6'6'6'

866'6'

3¾

3¾'

6'

6'6'3¾'

3¾'

3 | '

3¾3¾3¾'

8*6'


under rebate terms.State.Indian S tate.State.Branch line Company

under rebate terms.


under guaranteeterms.

Branch line Com-

pany.State.

Do.

Indian State.Ditto.Ditto.


under rebate terms.Ditto.Ditto.Ditto.

Indian State.State.

Company subsidizedby the Governmentof India.†

State.

Indian S tate.District Board.State.

Do.

Indian State.District Board.

Indian State.

Ditto.Ditto.

Foreign Country.

Indian State.State.Indian State.State.

* Und er running power agreement the B. and N . - W . Railwa y Company run and haul theeir trains*and traffic over this line.

† Receives land only from Gov ernm ent.



RAILWAYS IN INDIA ALPHABETICALLY ARRANGED ACCORD ING TO CLASSES. 87

CLASS E.-RABLWAYS.

• Receives land only from Government.



8 8 R E P O R T B Y T H E R A I L W A Y B O A R D O N I N D I A N R A I L W A Y S F O R 1 930-81.

R A W A Y

Name.

5. Darjeehng Himalayan

6. Dibcu-Sadlya .

7. Gaekwor'a Baroda

State.

8 Gondal .

9. Howrah-Amta Light.

10. Jamnagar and Dw arka

11. Junagad State .

12. Morn

13. Mysore .

11. Shahdara (Dolhi) 8a-hnranpur Iiight

1 AdenX .

2. Ahmadpur-Katwa .

3. Arrah-Saaaram Light..

4. Bankura-Damoodar

River

5. Baraaet-Baairhat Light

6. Bengal Provincial

7. Bokhtiarpor-BiharLight

S. Burdwan-Katwa

9. Cutch Stato

EYATEN.

Worked by

2

CLASS IL

Darjceling HimalayanRailway Company

Assam Railways andTrading Company

Indian State

Ditto

Howrah-Amta LightRailway Company.

Janmagar and DwarkaRailway Company

Indian State

Ditto .

Ditto

Shahdara (Delhi) Saharanpur LighRailway Company.

CLASS

| State

Ahmadpur-KatwaRailway Company.

Arrah-Saaaram LighRailway Company.

Bankura-DamoodarRiver Railway Company.

Baraaet-Baairhat LighRailway Company.

Bengal Provincial Railway Company.

Bukhtiarpor-BiharLight Railway Company

Burdwan-Katwa Railway Company.

Indian State .

LINES COMPH

Name.

i . . .3 ...

-RAILWAYS-concld.

(a.) Darjeehng Himalayan

(b) D arjeehng HimalayanExtensions

(a) Dlbru-Sadiya .

(b) Lodo and Tikak-M ar-

ghenta Colliery.

(a) Gaekwar's BarodaState,

(b) Bodeli Chhota Udai-Pur

(a) Gondal .(b) Jotalaar Rajkot(c) Khijadiya Dhari

Howrah-Am ta Light

(a) Jamnagar, (b) Jamnagar-Dwarka .

: (c) Okhamandal .

Junagad State

M orvi . . . .

(a) Mysore .' (b) Bangalore-Chik Balla-

pur Light.(c) Kolar District .(d) T ankere-NarasimhH-

; rajapura Light.

Shahdara (Dolhi) Saha-t, ranpur Ligh t.

m - R A I L W A Y S .

i Aden . . . .

Ahmadpur Katwa

t Arrah Sasaram Light .

Bankura DamoodarRiver.

t Baraset Baairhat Ligh t .

. (a) Bengal Provincial .(ft) Dasghara Jamalpur

gun].

Bukhtiarpur Bihar Light-

- Burdwan Ka twa .

. Outch State .

* Receives land only from Government.† Financed on rebate terms giv en by the Jamnagar Durbar.‡ Closed for traffic from 1st August 1929.

Owned by

5

Company subsidizedby Local Government.


Company subsidisedby Local Government

Unassisted Company.

Indian S tate.

Ditto.

Ditto.

Ditto.Ditto.

Company subsidizedby D istrict Board.

Indian State.Branoh lino Company

undei guaranteeand rebate terms, †

Indian State.

Ditto.

Ditto.

DittoCompany guaranteed

by Indian StateIndian State.

Ditto

Company subsidizedby the Govern-ment of India.*

| State.

Branch line Companyunder guaranteeterms.

Company subsidizedby Distriot Board.

Branch line Companytinker guaranteeterms.

Company subsidizedby Diatnot Board.

Unassisted Company.Branoh line Company

under guaranteeterms.

Company subsidizedby District Board.

Branoh line Companyunder guaranteeterras.

Indian S tate.J



R A I L W A Y S I N I N D I A A L P H A B E T I C A L L Y A R R A N G E D A C C O R D I N G T O C L A SS ES . 8 9

R A N W A Y

Name.

1

10. Dehri-RohtMLight .

4 1 . Dholpur State .

12. Futwah-Islampur

13. Gwalior Light .

-14. Howrah-Sheakhala.Light.

15 Jagadhri Light

16. Jemore-Jhenidah

'17. Jorhat (Provincial) .

.18. Kotighat-Falta

10. Kuloaekarnpatoam |Light.

20. Matheran Light

21 . Porbandar State .

22. Tezpore-Balipara Light

23. TarupatsTeruchanur ! Lsght.

24. Tnvellore Light

35. Udaipur-Chittorgarh .

SYSTRM.

] Worked by

| 2

CLASS III

Dehri-Rohtas LightRailway Company.

Indian State .

Futwah-Islampur LightRailway Company.

Indian State

Howrah Sheafchila-Light Railway Com.pany

Jagadhri Light Railway Company.

Jhenidah RailwaySyndicate.

River Steam Navigation Company andIndia General Navigation and RailwayCompany.

Kahghat-Falta Railway Company.

East India Distil-lonea am i Sugar F ac -jtones. |

Matheran Steam Tram - ,way Company

Indian State . .

Tezpor e- Balipa iaSteam TramwayCompany

Tirupati-Tiruchanur 'Light Railway Com-pany.

T. Namberumal Chottryand Sona.

Indian State

L L N E S C O M P I S

Name.

! 3

-RAILWAYS-conoM

Dehri-Rohtas Light

Dholpur State

Futwah-Islampur .

Gwalior Light

Howrah-Sheakbala Light

Jagadhri Light

Jossore-Jhenidah .

Jorhat (Provincial)

Kalighat-F alta . . !

Kulaaokarapatnam Light

MathOTan Light .

Porbandai State .

Tezpore Bali para Light .

T*rupats-Tevucharnur Light

Tnvellore Light .

Udaipur Chittorgarh

IsHD IN THE

Gauge.

4

2' 6-

2' 8*

2' 6*

2' 0"

2' 0'

2' 0'

2' 6'

2' 0*

2' 6' I

2' 0

2' 0* C

3' 31'

2' 6'

2' 0'

2' o'

3' 31'*

SYSTEM.

Owned by

Company subsidisedby the Governmentof India.

Indian State.

Branch line Companyunder guaranteeterms.

Indian State.

C ompany an bsiditedby District Board.

Jnamiated Company.

Ditto

State.

Branch line Companyunder guaranteeterms

nassiated Company.

ompany subsidizedby the Governmentof India •

indian State

ompany subsidizedby District Board.

nassiBted Company

Ditto

idian State.



90 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RA ILW AY S FOR 11930-31.

A P P E N D I X B .

Notes on the relation of the Government to Railways in India.

(Reprinted from the Report for 1914-15 and brought upto date.)

Diversity of Relations between the State and Railways.—One of thespecial features of the Indian Railway system is the diversity of conditions that prevailsin the relati on of the State to the various lines in respect of ownership an d con tro l. Ofthe important lines situated m British India or in which the Government of India is

interested, five [th e No rt h Western,* Eastern Bengal, East In di an (w it h w hic h hasbeen amalgamated the Oudh and Rohilkhand Railway from the 1st July 1926), GreatIndian Peninsula and Burma Railways] are owned and worked by the State; five (theBombay, Baroda and Central India, Madras and Southern Mahratta, Assam-Bengal,Bengal-Nagpur and South Indian) are owned by the State but worked on its behalfby companies enioying a guarantee of interest from the Government; two importantlines (the Bengal and North-Western, and Rohilkund and KuniaonJ and many of lessimportance are the property of private companies, some being worked by the owningcompanies and some by the State or by the companies that work State-owned systems;several minor lines are the property of District Boards or enjoy a guarantee of interestgranted by such Boards.

The diversity of conditions is m certain respects less importaot than might at firstappear for the following reasons : —

The Government of India exercises under the Indian Railways Aot18890, in respect of all railways in British India (and also, by virtue of'arrangementswith Indian States, in respect of certain railways passing through suchStates), certai n general powers. Thusi a rai lw ay may. not be opened u n t i la Government Inspector has certifte d that has beenconstructed so as tocomply with requirements laid down by the Government and can be usedfo r the publ ic carnage of passengers wi th ou t danger to them . The Government of India can also, in the interest of the safety of passengers,require a. xa iiw ay to be closed,, or the use of pa rt ic ul ar ro llin g-sto ck to bediscontinued, or may prescribe conditions for the use of the railway or theroll ing -sto ck. They can appo int a Ra il wa y Commission to investigatecomplaints on certain matters such as the withholding of reasonable traffic

facilities or the grant of undue preference.In a dd iti on , the Government of In d ia (or in some cases Loc al Governments)

exercise under the provisions of contracts .detailed con tro l over the ma na ge-ment of all Railways in B ri tis h I nd ia greatljc excee ding whiv h "w hc h issecured! by the In d ia n Rail wa ys Ac t. They also have a certa in financialinterest in all companies in British India, and a preponderating interestin most of the Railways which are of the first importance.

History of Relations of the Government and Companies.—The mamcauses which have led to the present diversity of conditions in regard to the agency bywhich larlways are managed, and the relations of the Government with the variousclasses of companies now in existence, are summarised in t he fo ll ow in g parag rap hs: —

The first proposals for the construction of railways in India were submitted in 1844to the East India Company in England by Mr. R. M. Stephenson, afterwards ChiefEngineer of the East Indian Railway, and others; they included the construction oflines by railway companies to be incorporated for the purpose and the guarantee by theEast I n d i a Company of a specified re tu rn . A contract for the construction by the EastIndian Railway Company of an experimental line of 100 miles from Calcutta towaidsMirzapore or RajinehaLfct an estimated cost of 1,000,000l. was made in 1849, and areturn of 5 per cent, was guaranteed by the East India Company on theCaptfal; anda similar contract was made in the same year with the Great Indian Peninsula RailwayCompany for a lin e from Bom bay to K al yan at an estimated cost of 500,0002. Bu t thepolicy of entrusting generally the construction of Indian railways to guaranteed companies was not adopted until 1854 on the recommendation of Lord Dalhousie, who, ina minute, dated 20th April 1853, explained his reasons for preferring the agency of

companies, under the supervision and control of the Government, to the constructionof lines on beh alf of the Governm ent by its o wn officers. He hel d t hat the StateEngineer officers would make railways as well, and possibly as cheaply, and as expedi-

* Includes the Delhi Umballa Kalka and Southern Punjah Railways which were purchasedby the Secretary of State on 31st March 1926 and 1st January 1930 respectively.



NOTES ON THE RELATION OF THE GOVERNMENT TO RAILWAYS. 91

tiously as companies; but that the withdrawal from other duties of the large numberof officers required would be detrimental to the public interest, that the conduct of commercial undertakings did not fall within the proper functions of any Government and

least of all within the functions of the Government of India, since the dependence of thepopulation on the Government was, in India, one of the greatest drawbacks to the advanceof the country, and that the country would therefore benefit by the introduction ofEnglish energy and English capital for railway purposes, with the possibility that auchenergy and capital would in due course be encouraged to assist in the development ofIndia in other directions.

O l d G u a r a n t e e d R a i lw ay s . — T he pol icy supported by Lord .Dalkousie wasadopted , and between 1854 and 1860 contracts for the constru ction of Rai lwa ys in In di awere made by the East India Company, or (after 1858) by the Secretary of State for Indiawith the East Indian, Great Indian Peninsula, Madras, Bombay, Baroda and CentralIndia, Sind (afterwards, the Sind, Punjab and Delhi), Eastern Bengal, GreatSouthern of I nd ia (afterwards, when amalgamated wi t h the Carnatic R ailw ay Company—see below—the South In di an ) and Calcutt a and South-Eastern R ai lw ay Companies.

Under these contracts the railway companies undertook to construct and manage specifiedlines, while the East India Company (or the Secretary of State for India) agreed toprovide land and guaranteed interest on the capital, the rate fixed being in variouscases 5, 4¾ and 4½ per cent, accor ding to the ma rke t rates pr ev ai li ng when the variouscontracts were made. H a l f of any su ipl ue prof its earned was to be used towardsrepaying to the Government any sums by which it had been called upon to supplement the net earnings of any previous period in order to make good the guaranteeof int ere st; and the remai nder was to belong to the shareholders. In p rac tic all y a llmat ters of import anc e except the choice of staff, the companies were pl aced by th econtracts under tne supervision an d con trol of the Government wh ic h had power todecide on the standard and details of construction; the rolhng-btock to be provided,th nu am be r, tim e and speed of tr ai ns ; the rates and fares to be cha rged ; the expen ditureto be in cu rr ed ; the standard of mainte nance; and the fo rm of accounts. The r a i l

ways were to be held by the companies on leases terminating at the end of 99 years,and on such termination the fair value of their rolling-stock, plant and machinerywas to be pa id to th em . B ut pro vis ion was also made to enable the Gove rnmentto purchase the lines after 25 or 50 years on terms calculated to be the equivalent of thecompanies' interest therein and also to enable the companies to surrender their linesto the Government and to reoeive m return their capital at par.

Early Attemptsto Secure Funds for Railway Construction withouta Guarantee.—An attempt to secure the construction of railways in India, on termsmore favourable to the Government than those of the con tracts with the originalguaranteed companies, was first made in 1862, when a subsidy, but not a guarantee, wasgranted to the Indian Branch Railway Company which proposed to make feeders tothe tr un k lines in No rth ern In di a, and did actually make one such line Sim ilar

assistance was granted later to the Indian Tramway Company, which made a shortli ne in Madr as. In 1864, the terms gran ted to the two companies mention ed weretaken as a standard for general adoption with a view to the encouragement of similarcompanies. The chief prov isions were th at the Governm ent, besides g iv in g the necessaryla nd free of costs, wo ul d gr an t an annual subsidy fo r 20 years at a rate not exceeding£100 per mile of line with an addition in respect of large bridges costing more than£10,0 00. These terms failed to attrac t cap ital , and the two unguaranteed companieswhich had begun work found themselves alter a few years unable to proceed withoutfu rt he r assistance fr om the Gov ernmen t. Consequen tly, m 1867, a contract was enteredinto with the Indian Branch Railway Company (which soon after changed its nameto the " Oudh and Ro hil kha nd Ra ilw ay Company ") by wh ich the company wasguaranteed interest at 5 per cent, per annum on the cost of certain lines to be carriedout by it, on conditions similar to those laid down in the contracts of the period1854—1860. Si m il ar ly , the In di an Tram way Company, after hav ing been give n m1868 a guarantee of 3 per cent, per annum, went into liquidation in 1870, and became:absorbed in a new company called the Car natic Ra ilw ay Company (afterwards am algamated with the Great Southern of India Railway Company to form the South IndianRailway Company), with which the Secretary of State entered into a contract guaranteein g inter est on its ca pi tal at 5 per cent, per annu m. In 1869, Sir Joh n Lawrence summedup the result of the experiment of the construction of railways by unguaranteed companies as f o ll o w s: — "T h e Government of In di a has for several* years been str ivi ngto induce capitalists to undertake the construction of railways in India at their ownrisk , and on th eir respo nsibility wit h a mi ni m um of Government interference. B u tthe attempt has entirely failed, and it has become obvious that no capital can beobtained lor such undertakings otherwise than under a guarantee of interest fullyequal to that which the Government would have to pay if it borrowed directly on its-own account."

The attempt to encourage unguaranteed companies having thus been unsuccessful,it became necessary to decide whether the old practice of relying on guaranteed companies, of the ty pe th at had prov ided cap ital f or, and had constructed, the first railwa ys

p





NOTES ON THE RELATION OF THE GOVERNMENT TO RAILWAYS 93

of the Secretary of State, who had the right to determine the contracts at the end ofapproximately 25 years after their respective dates, or at subsequent intervals of 10 years,

on repaying at par the capital provided by the companies.The Assam Beng al Ra ilw ay Company was formed on s im ila r lines in 1892, exceptthat any surplus profits were to be divided between the Secretary of State and the company in pro po rtio n to the cap ita l prov ided by each. The rate of guarantee in this oasewas 3½ per cent, for the first six years and thereafter 3 per cent.

The terms of guarantee given to the companies formed since 1880 have thus beenmuch more favourable to the Government than in the case of those formed before 1869.

Termination of Contracts of the Old Guaranteed Companies.—Indealing with the guaranteed companies formed before 1869 and with those formed m 1881and subsequently, it has been the practice (except in the cases mentioned above, when thepurchase of some of the old guaranteed lines was postponed in order to secure to theGovernment a share in surplus profits) to use in some way or other at the earliest possibledate the right reserved by the Government of terminating the contracts of the variouscompanies. The meth od of mak in g use of th is r ig h t has differed in different cases. TneEastern Bengal, the Oudh and Rohilkhand, the Sind-Punjab and Delhi and the SouthernPunjab lines were purchased and transferred to State management, the last two nowfor min g part of the No rth Western Rai lwa y. Sim ila rly , the Bengal Central l ine waspurchased and made par t of the Eastern Ben gal Ra ilw ay . The Madras and the In d ia nMidland lines were acquired but left, after acquisition, under the management of companies wo rk in g other lines w i t h wh ich it was advantageous to amalgamate the m. Inthe cases of South Indian, Bombay, Baroda and Central India, Southern Mahratta, andBengal Nagpur, the course adopted has been to arrange for the continuance of management by the original company (or by a new company closely related to the old one),but to secure more favourable financial conditions for the State by one or more of thefo llo win g metho ds: —reduction of the amount of c apita l retained by the companies mthe undertakings, reduction of the rate of interest guaranteed by the State on suchcapital and modification in favour of the Government of the clauses relating to thediv isi on of surplus profits Th is method was adopted also in regard to the East Ind ia nand the Great Indian Peninsula Railways, but the contracts under which they werebeing worked having terminated on the 31st December 1924_and the 30th June 1925respectively, the management of these lines has been taken over by the State from thosedates. S im il ar ly the management of the Bu rm a Railway s was taken over by the Statuon the termination of the contract with the Burma Railways Company on the 31stDecember 1928.

Arrangements between the Government and Companies at present.—The relations between the Government and the guaranteed companies now workingrailw ays m ay be summarised as follows : —

The lines that they work are the property of the State.

The greater part of the capital is the property of the Government, either throughhaving been originally supplied by it or through the acquisition by theGovernment of the greater part of the companies' interests on the termination of old contracts.

When funds are required for further capital expenditure, the Government has theoption either of pro vid ing the m or of cal lin g on the company to provide them .Both the Government and the company usually receive interest at a fixedrate on their capital and surplus profits are divided between the Governmentand the company in the various proportions provided for by the contracts.The company's share is in most cases only a small proportion of the totalamount.

A l l the contracts are term inab le at the optio n of the Secretary of State, at

specified dates; and on termination the company's capital is repayable atpar.

The administrative control exercised by the Government over the companies is asf o l l o w s : —

The company is bound to keep the line in good repair, in good working condition,and fully supplied with rolling-stock, plant, and machinery; to keep therolling-stock in good repair and in good working condition; and to mam-tain a sufficient staff for the purposes of the line;—all to the satisfactionof the Secretary of State.

T he Secretary of State may require the company to carry out any alteration orimprovement in the line, or in the working that he may think necessaryfor the safety of the public or for the effectual working of the line.

The Secretary of State may require the company .to enter into agreements, onreasonable terms and conditions, with the administrations of adjoining railways for the exercise of running powers, for the supply to one another ofsurplus rolling-stock, for the interchange of traffic and rolling-stock and

P 2





OFFICERS OF TH E RAILW AY DEPARTMENT (RAILWAY BOARD). 95

A P P E N D I X C

The Organisation for Government control.The initial policy of the Government of India for the construction and working

of railways was the establishment of guaranteed railway companies of English domicil e. .Con trol over the operations of these-companies, was at first secured th ro ug h theapp ointm ent of a Con sult ing Eng ineer of Guaranteed Rai lwa ys. Some years late rlocal Consulting Engineers were" appointed for the exercise of control over guaranteedrailways and over State-owned railways in the construction of which the State had beenfinancially intere sted and w hi ch h ad been leased to companies for wo rk in g. Theseofficers combined the duties of supervision and control on behalf of the Government ofIn d ia and of an Inspector under the Government of I nd ia Railw ay Ac t. The Govern

ment of India were not directly concerned with the ownership of railways until 1868when the Calcutta and South Eastern Railway was suirendered to the Indian Government under the terms of the contract between the Secretary of State and the Company.

Owing to the Government of India having in 1869 definitely adopted the policyof direct construction and ownership of railways, a period of rapid development of railway construction ensued and it became necessary to relieve the Public Works Department Secretariat of the Government of India in some measure of the detailed controlof rai lwa ys. Acc ord ing ly m 1874 a State Rail wa y Directo rate was established and thegreater portion of the State Railway establishment and business connected with StateRailway Administration was transferred to the control of the Director of State Railways, an officer who functioned on much the same lines as the head of a departmentunder the Governm ent of In d ia The Consultin g Engi neer to the Government ofIndia for State Railways was at the same time associated with him but all important

matters had st il l to be referred to the Pu bl ic Wo rks Dep artm ent. A special Deput ySecretary in the Railway Branch of the Secretariat of the Public Works Departmentwas also appointed to conduct the correspondence between the Government of India andthese officers.

Early in 1877 a further change was made in the organisation responsible for theadministration and control of State Railways and in the place of one Director ofState Railways three Directors of territo rial'sy stems and one Director of State R a il ways Stores were appoin ted. These ter ri to ri al divisions comprised the fo llo wi ngsystems : —

Cen tra l 1,179 miles

We ste rn , and . . . 927 miles

No rth Eastern . . . . . . . 830 miles

This division of the administration on a territorial basis proved unsatisfactoryin practice as it resulted in the issue of conflicting orders as far as the management ofopen lines was concerned although no difficulty was experienced in the supervisionof new construction.

As the number of lines under construction had decreased and in order to remedythe defect just mentioned, it was decided in 1880 to abolish the Directors of theCen tral and Wester n Systems and to transfer the wor k allo tted to them to th e Consul tin g Engineers of the neigh bou ring guaranteed railwa ys. The aboli tion of thesetwo appointments resulted in an increase in the administrative work of the Secretariatand it was found necessary to raise the status of the Deputy Secretary to whom the

Powers previously exercised by the Directors had been entrusted, to that of DirectorGeneral of Rai lwa ys.

In the revised organisation the Consulting Engineer to the Government of Indiafor State Railways was associated with the Director General of Railways and assistedthe latter primarily in an advisory capacity in matters of civil engineering while theDirector of Stores similarly acted in matters concerning stores and rolling-stock andat the same ti me was an adviser in matters affecting estab lishme nt. The Dir ec to rof Traffic was appointed at the same time as an adviser on traffic problems and theaccounts wor k of the departm ent was placed under the A ccoun tant General, Pu bli cWorks Department.

Government control and supervision of the Guaranteed Railways continued to beexercised by the Loca l Co nsult ing Engineers to Gover nment. The re were five su<nofficers at th e tim e wi t h headquarters at Bom bay, Madr as, Cal cutt a. Lahore and

Luc know. The Consulting Engineers at Madras and Bombay worked directly underthe Government of these Presidencies, while those at Calcutta, Lahore and Lucknowwere under the immedia te orders of the Government of In d ia . Und er thi s arrangement practically all powers affecting the finances and day to day management of thera ilw ay s were Tested either in the Consu lting Engineers or in the Government, bot h




for the guaranteed railway companies and later on for State Railways which had beenleased for working to railway companies.

The following is a list of the administrative appointments that existed in 1881 :—

1. Member of the Governor General's Council, Public Works Department.

2. Secretary, Public Works Department.

3. Deputy Secretary, Railway Branch.

4. Under Secretary, Railway Branch.

5. Consulting Engineer of State Railways,

6. Director General of Railways.

7. Directo r of Constructio n.

8. Accountant General, Public Works Department.

9. Director of State Railways, Stores.

10. Three Assistants to the Director General of Railways.11 . Cons ulting Engineers for Guaranteed Railway s at Calc utta, Lahore andLucknow.

12. Dep uty Co nsult ing Engineers for Guaranteed lines, Calcutt a, Lahore a ndLucknow.

Madras and Bombay.

13. Joint Secretary, Railway Branch and Consulting Engineer for Railways.

14. Deputy Secretary, Public Works Department.

Punjab.

16. Secretary, Public Works Department.

By this time also Local Governments and Administrations had been induced totake a practical interest in the management of railways and in a few cases short extensions had been constructed fro m funds the interest of w hi ch L oc al G overnments hadaccepted resp ons ibili ty to pay. Such lines were con troll ed by the Loca l Governmentsconcerned under the general supervision of the Government of India.

Af te r 1881 fu rt he r alterations of a more or less detailed character were made inthe administrative organisation and by 1890 the following changes had taken place.Instead of a Deputy Secretary and Under Secretary, Railway Branch, there were thenonly 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 disappeared and in their place there was an Under Secretary, who was an ex-offimo DeputyDir ect or General of Ra ilw ay s. The post of Acco unta nt General, Ra ilw ays , had alsobeen abolished and the Accountant General, Public Works Department, was once moremade responsible for this work.

Fu rt he r changes were made in 1897. In th at year the post of Dir ect or Generalof Railways was abolished and the post of a Secretary to the Government of Indiain the Pu bli c Wo rk s Depar tment was created in its place. The other adm inistr ativeand secretariat appointments at the headquarters of the Government of India at thetim e w ere : —

(1) Direc tor of Ra ilw ay Constru ction, and Dep uty Secretary and ex-offioro Directorof Stores.

(2) Director of Railway Traffic, and Deputy Secretary and ea-officio Director of

Railway Statistics.(3) Two Under Secretaries.

(4) Two Assistant Secretaries.(5) One Mechanical Assistant.

The post of Consulting Engineer for State Railways was also abolished and his-duties transferr ed to the two Direc tors . The supervision of the accounts wor k of theDepartment, however, still remained under the Accountant General, Public WorksDepartment, who was also an ex-oflicto Deputy Secretary to the Government of India.

In October 190J, Sir Thomas Robertson, C.V.O., was appointed by His Majesty'sSecretary of State for India in Council as Special Commissioner for Indian Railways toenquire into and report on the administr ation and wor kin g of In di an Railway s. In

his report, which became available in 1903, Sir Thomas recommended that the administration of the railways in India should be entrusted to a small Board consisting ofa President or Chief Commissioner who should have a thorough practical knowledgeof railway working, and should be a member of the Viceroy's Council for railwaymatters, and two other Commissioners who should be men of high railway standing



OFFICERS OF TH E RAILW AY DEPARTMENT (RAILWA Y BOARD). 97

and should have a sim ila r tr ai n in g to that of the President. He recommended th atthe Bo ar d shoul d, in add iti on to the necessary office establishment, be pro vid ed w i t h —

(1) A Secretary who should have received a suitable training in the practicalworking of railways, and who should be ex-offlcio a Secretary to theGovernment of India.

(2) A Chief Inspector of Railways, to advise on all technical, engineering andmechanical questions.

(3) A suitable number of Government Inspectors.

Sir Thomas Robertson's recommendations were carefully considered by the GovernorGeneral in Co uncil and the Secretary of State, and ea rly in 1905 it was decidedtha t the Railw ay Bran ch of the Publ ic Wo rks Department of the Government of In di ashou ld be abolished and th at the cont rol of the rai lw ay systems in In d ia should b etransferred to a Railway Board consisting of three persons, a Chairman and twoMemb ers. The Ch air ma n of the Boa rd was vested w i t h the general cont rol of al l

questions committed to the Railway Board with power to act on his own responsibilitysubject to conf irma tion by the Bo ar d. The R ai lw ay Board were authorised to delegateto the Chai rm an or a member the power of settl ing questions w hi ch m ig ht arise onany tour of inspection, such decision to be recorded subsequently as an act of the Railway Bo ar d. The Boa rd was made subordinate and direc tly responsible to the Government of India in the Department of Commerce and Industry.

The Railway Board assumed office in March 1905 and were provided with thefollowing establishment:—

1. Secietary.

2. Examiner of Accounts.

3. Under Secretary, Construction.

4. Under Secretary, Traffic.5. Registrar.

6. Director of Railway Construction.

Certain changes were, however, made in the following year and the establishmentthe n 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 m his detailed recommendationsth at extended powers, bo th adm ini str ati ve and financial, should be delegated to Boardsof Directors of Companies, that the appointments of Consulting Engineers should beabolished and that the work which they performed under the Railways Act shouldbe entrusted to a body of Government Inspectors to be appointed for the purpose.These recommendations were given effect to m a modified form in 1908.

W i t h i n a short tim e after the constitutio n of the Ra ilw ay Board , it was foundtha t wor k was being hampered by hav ing the Commerce and In du str y Dep artmentbetween the Railway Board and the Governor General in Council and m October 1908on the recommendations of the Railway Finance Committee presided over by Sir JamesMackay (now Lo rd Inchcape), the fol low in g changes were int rod uce d: —

1. The appointment of the Chairman of the Railway Board was changed into

that of President of the Railway Board and enhanced powers were vestedin the President.

2. The Board with its staff became collectively the Railway Department distinctfro m and independent of the Dep artmen t of Commerce and I nd us tr y,tho ug h rema ini ng under the adm inist rativ e charge of the Hon' bleMember, Commerce and Industry Department, as the Railway Member.

3. The President of the Board was given direct access to the Viceroy as if hewere a Secretary to the Government of India.

At the same time in consequence of the amalgamation of the Public Works Department Accounts and Civil Audit Establishments under the control of the FinanceMember of the Government of In d ia the app ointment of Accountant General, P ub lic

Works Department, was abolished and the appointment of Accountant General, Railways, was revived.

In 1909 the post of Director of Railway Construction was abolished and theAppointment of Chief Engineer with the Railway Board for the purpose of advising theRailway Board on technical matters connected with Civil Engineering was created.





OFFICERS OF THE RAILWAY DEPARTMENT (RAILWAY BOARD). 9 9

The Railway Board as then reconstituted contsrsted of the Chief Commissioner asPresident, the Financial Commissioner and two Members, the Chief Commissioner beingSecretary to the Government of In di a in the Rail wa y Dep artm ent. The proposal of

the Acworth Committee that the Indian Railways should be sub-divided into threeterrito rial divi sion s w i t h a Commissioner in charge of each was not accepted, an d thework of the Members of the Board was divided on the basis of subjects and not on ate rr it or ia l basis. One Member dealt w it h technical subjects and the other w it h generaladministration, personnel and traffic subjects, the Financial Commissioner representing the Finance Department on the Board and dealing with all financial questions.

The reorganisation carried out in 1924 had for one of its principal objects therelief of the Chief Commissioner and the Members from all but important work so as toenable them to devote their attention to larger questions of railway policy and toenable them, to keep in touch with Local Governments, railway administrations andpublic bodies by touring to a greater extent than they had been able to do in the past.This object was effected by placing a responsible Duector at the bend of euch of thema m branches of the Board's work, namely Ci vi l Engin eering , Mechanical Engineeri ng,Traffic and Establish ment. The former Chief Engineer and the Chief MechanicalEngineer who had been employed mainly in consultative work, became Directors andtogether with the Directors of Traffic and Establishment have been made responsiblefor the direct disposal of the work of their branches under the general orders of theRailw ay Board

The posts of Joint Secretary and 4 Assistant Secretaries were replaced by 6 DeputyDireetois working under the Directors and in charge of branches dealing with Establish men t, Wor ks , Projects, Stores, Statistics and Traffic One Assistant Di rec tor wasalso added to supervise the Tec hnic al Branch and the D ra w in g Office The disposalof the general work of the Railway Board was provided for by the continuance of thepost of Secretary in whose name al l let ters and orders of the Board are issued Theposition of the Board as a Department of Government of India has been maintained

and it works unde r the Member for Commerce and Rail wa ys As already stated theChief Commissioner is the Secretary to the Government of India in the Railway Department and orders issued by the Board over the signature of the Secretary are orders ofthe Government of India

Experience of the working of this organisation during 1924-25 and the decisionagreed to by the Legislative Assembly in September 1924 to separate railway financesfrom the general finances of the country made it necessary to appoint a Deputy Director_and an Assistant Dir ect or of Finance An Assistant Dire ctor of Statistics was alsoadded during tha t year. La te r a Di ren tor of Finance was added to the establishmentoccupying, as legards disposal of work, the same position as the Directors referred toabove"

Further experience of the reduction of work resulting from the large delegation

of powers and responsibility to the Agents of State-managed Railways and the Boardof Directors of Company-managed railways enabled a re-arrangement of work to bemade du ri ng 1925-26 accompanied by a red uct ion in the staff Under th is re-arrangement the posts of 3 Deputy Directors, an Assistant Director and the Assistant Secretarywere held in abeyance The personnel work was transferred from the Dir ec to r ofEstablishment to the Secretary and a temporary post of Deputy Secretary was created.Further a separate technical office was established to take charge of the technical workof the eng inee ring branches The Techn ical Officer also acted as ex-offlcto Secretaryto the permanent Standardisation Committees which were appointed to deal progressivelywith, all questions of standards of equipment

Th is arrangemen t was fou nd, however, to be inadequate In ad di tio n to the generalincrease in work in the Railway Board's Office consequent on the taking over of theEast Indian, Great Indian Peninsula and Burma Railways under State control labour

problems had assumed such importance and were so rapidly increasing' in number andcom ple xity "that it was not possible to deal w it h them effectively wi th ou t the appo intment of ad di tion al staff. Ac cordi ng ly it was decided to create an add iti on al post ofM e m b e ro f the Railw ay Board to deal wi th staff and labour questions; lea ving theMember in charge of Traffic, who had hitherto been dealing whith establishment matters,to devote his whole time to questions relating to the Transportation and Commercialaspects of Railway work

It was also decided to revive the post of Deputy Director, Establishment, so as tofree the Director of Establishment from this work, and thus enable him to give histim e to the study of problems of ra il wa y labour. Of the two posts of Deputy Direc torsof Traffic and Statistics one was held in abeyance from 1925 and the two posts havesince been amalgamated.

In October 1930 the compilation of statistical information which used previously tobe done in the Board's office was entrusted to the Controller of Railway Accounts, andwith the transfer of this work, the post of Assistant Director of Statistics was also transferred from the Railway Board's office to that of the Controller of Railway Accounts.

Q



10 0 REPORT BY THE RAILWAY BOARD ON IND IA N RAILWAYS FOR 1930-31.

At the end of 1930-31, the sanctioned superior staff under the Railway Boardtherefore consisted of the Chief Commissioner, the F in an ci al Commissioner, 3Members, 5 Directors, 5 Deputy Directors, 1 Assistant Director, Secretary and a Deputy

Secretary.For the conduct of the work connected with the production of standard designs and

specifications for all classes of materials, plant and rolling stock in use on I n d ian R a i l ways, a Central Standards Office for Railways was formed in January 1930 for a periodof 5 years as an expe rim en tal measure. On the for ma tio n of the above office the' post ofTechnical Officer with the Railway Board was abolished.



THE SEPARATION OF RAILWAY FROM GENERAL FINANCES. 10 1

A P P E N D I X D .

Reaolut ion regarding the separat ion of ra i lway from GeneralFinances, adopted by the Legislative Assembly on the

20th September 1924.

" Th is Assembly recommends to the Governor General in Co unci l th at m order torelieve the general budget from the violent fluctuations caused by the incorporationtherein of the railway estimatea and to enable railways to cany out a continuous railwaypolicy based on the necessity of making a definite return togeneral revenues on themoney expended by the State on Railways.

(1) The railway finances shall be separated from the general finances of the

country and the general revenues shall receive a definite annual contribution from railways which shall be the first chaige on the net receipts ofrailways.

(2) The contribution shall be based on the capital at charge and working resultsof commercial lines, and shall be a sum equal to one per cent, on thecapital at charge of commercial lines (excluding capital contributed bycompanies and Indian States) at the end of the penultimate financial year

plus one-fifth of any surplus piofits remaining after payment of this fixedreturn, subject to the condition that, if in any year railway revenuesare insufficient to provide the percentage of one per cent, on the capitalat charge surplus profits in the next 01 subsequent years w i l l not lie deemedto have accrued for purposes of division until such deficiency has beenmade good

The interest on the capital at charge of, and the loss in working, strategiclines shall be borne by general revenues and shall consequently be deductedfrom the contribution so calculated in order to arrive at the net amountpayable from railway to general revenues each year

(3) Any surplus remaining after this payment to general revenues shall be trans-feired to a railway leserve, piovided that if the amount available fortransfer to the railway reserve exceeds in any year three crores of rupeesonly two-thirds of the excess over three crores shall be transieired to therailway reseive and the lemaining one-third shall acciue to generalrevenues.

(4) The railway reseive shall be used to secure the payment of the annual contribution to general levenues, to provide, if necessary, for arrears of depre

ciation and for writing down and writing off capital; and to strengthenthe financial position of railways in order that the services rendeied to thepublic may be improved and rates may be 1 educed

(5) The railway administration shall be entitled, subject to such conditions asmay be prescribed by the Government of India, to borrow temporarily fromthe capital or from the leserves for the purpose of meeting expenditure forwhich there is no provision or insufficient piovision in the levenue budgetsubject to the obligation to make repayment of such bonowings out of therevenue budgets of subsequent years.

(6) A Standing Finance Committee for Railways shall be constituted consistingof one nominated official member of the Legislative Assembly who shouldbe chairman and eleven members elected by the Legislative Assembly from

the ir body. The members of the Standing Finance Committee for R a il ways shall be ex-offico members of the Centra l Advis ory Counci l, whichshall consist, in addition, of not more than one further nominated officialmember, six non-official members selected from a panel of eight selected bythe Council of State from their body and six non-official members selectedfrom a panel of eight elected by the Legislative Assembly from their body.

The Rai lw ay D epa itme nt shall place the estimate of rai lw ay expenditure beforethe Standing Finance Committee for Railways on some date prior to thedate for the discussion of the demand for grants for railways and shall, asfar as possible, instead of the expenditure programme revenue show theexpenditure under a depreciation fund created as per the new rules forcharge to capital and revenue.

(7) The railway budget shall be presented to the Legislative Assembly if possible

in advance of the general budget and separate days shall be allotted for itsdiscussion, and the Member in charge of railways shall then make a generalstatement on ra il w ay accounts and w or ki ng . The expen diture proposed inthe railway budget,including expenditure from the depreciation fund and

Q 2




the railway reserve, shall be placed before the Legislative Assembly inthe for m of demands tor grants. The fo rm the budget shall take aftersepaiation, the detail it shall give and the number of demands for giants

into which the total vote shall be divided shall be considered by theHallway Board in consultation with the proposed Standing Finance Committee for Railways with a vrew to the introduction of improvements intime for the next budget, if possible.

(8) These arrangements shall be subject to periodic revision but shall be provisionally tried for at least three years.

(9) In view of the fact th at the Assembly adheres to the reso lutio n passedin February 1923, in favour of State management of Indian Railways,these arrangements shall hold good only so long as the East IndianHallway and the Great Indian Peninsula Railway and existing State-managed rail way s rem ain under State management. Bu t if in spiteof the Assembly's resolution above referred to Government should enter

on any negotiations for the transfer of any of the above railways toCompany management such negotiations shall not be concluded untilfacilities have been given for a discussion of the whole matter in theAssem bly. If any contr act for the transfer of any of the above ra il wa yto Company management is concluded against the advice of the Assembly,the Assembly w i l l be at liberty to terminate the arrangements in thisResolution.

Apart from the above convention this Assembly further recommends—

(i) that the railway services should be lapidly Indianised, and further thatIndians should be appointed as Members of the Railway Board as early aspossible, and

(i i) th at the purchases of stores for the State Railw ays should be undertakenthiough the organisation of the Stores Purchase Depaitment of the Government of India.





104 REPORT BY TH E RA ILW AY BOARD ON IN D IA N RA ILW AY S FOR 1930-31.

tor money to be advanced to them by the Rai lw ay Boar d. So far, therefore, fromreducing the amount that the Government of India have to raise in the open market,they are at present increasing- that amount.

8. Another serious disadvantage which is not mentioned by the Acworth Committee is that the mam line usually works the Feeder or Branch Line for a remunerationwhich, m most cases, is limited to a maximum of a fixed percentage of the grossearnings of the Branch Line (usually 40 per cent, or 50 per cent.)—terms of remuneration w hi ch at present are grossly inadequate. Th e resu lt of thi s arrangem ent is thatmany of the mam lines whose working expenses are from 60 to 80 per cent, of thegiosfc. earnings are saddled with heavy expenditure which ought, to have been debitedto Br auch L in e Companies. Wh ere the Bra nch Li n e Companies are " successful ",that is, where the shares stand at a high figure, their profits are inflated owing tothe ir wo rk in g expenses being thus ar ti fi ci al ly reduced. A g ai n , where in the caseof less " prosperous " Branch Line Companies, the Government has to make a directsubsidy in older to make up the guaranteed interest on the capital, the amount paidby way of subsidy does not reveal the true loss of the Government in connection withthe Br an ch Lin e Comp any. To th is subsidy shoul d be added also the add it io na l lossincurred from the mam line working the Branch Line at less than the actual cost.Even this, however, does not give a complete statement of the loss sustained by Govern,meat in connection w i t h these Companies. These Companies have been suppli ed w i t hland free of chutge and the cost of such land is not taken into account either m theCapital or the Revenue Accounts of the Companies concerned.

9. The only real argument in favour of these Companies is that they must beutilised in cases where the Government itself is unable or declines to raise the necessaryamoun t of cap ita l for new constructions It is do ub tfu l whether such a pos ition isli ke ly to recur in the future It is adm itte d that to use the agency of these Companiesis a far more expensive method of raising money for the construction of railwaystha n dire ct Gov ernmen t loans can ever be The amo unt of assistance given by Br anch

Line Companies in the past has been trivial; the total amount of capital raised throughthe agency of Branch Line Companies has only bean about Rs 10¾ crores—an amountwhich in itself is less than the lapse that occuned last year in the provision for capitalexpenditure in the Railway Budget.

10. The difficulties and complications now experienced in connection with theseBranch Line Companies are out of all propoition to the insignificant financial facilitiesoffered by the Companies. The Government of In d ia have therefore decided th atthe Branch hue policy should be abandoned and that an endeavour should be madeto reduce the number of the ex ist in g Blan ch L in e Companies. If on any occasion theGovernment of India should be unable to find funds for construction (which is notthe case at present), and should it be considered advisable to tap fresh sources forsubscription to railway loans by offering teims different from those given to the

ordinary Government loans, that is, by offering not only a fixed rate of interest, buta share in the profits of a particular Branch Line, there appears to be no particularadvantage of using a financial half-way house specially to float a loan on such terms;there appears to be no reason why the Government should not float the loan direct.But i t w i l l probably be found sufficient to raise short term debentures at a high rateof interest—to be liquidated when the loan market is favourable—a procedure adoptednow by the Branch Line Companies, but at a higher rate of interest than would benecessary for the Government.

11. There remains the case of the District Board Railways for which some of thecapital or the security for the captial is secured by a special cess levied by the DistrictBoard throughout the district.

The Acworth Committee pointed out that where a District Board was the promoter

of a new Branch Line, considerations other than purely commercial came into playw it h the result of fu rth er comp lications and confusion. In a footnote to the repo rtthey referred to the views expressed by the Madras Government who had drawnattention to a case in which, although no short-circuiting was involved, there had beena delay of over 10 yea in a rr iv in g at a decision in regard to the terms for wo rk in ga Di st ri ct Board Rail wa y by the South In di an Ra ilw ay Companv. The amount ofcapital raised by District Boards for such lines has been only Rs. 137 lakhs while theamount raised by Company lines subsidised by District Boards amounts to Rs. 2¼crores These amounts are insig nific ant as compared w i t h the total capita l raisedby the Government and it is clear that the relief afforded to the Government of Indiain raising the loans is quite disproportionate to the great complications which haveresulted in the wo rk in g of the railw ay admin istr atio n. Loans raised direct by theDistrict Boards do not relieve the market of the Government of India; the money is

ultimately borrowed from the Government of India.12. The legal position regarding the powers of District and Local Boards in the

matter of railway construction and management depends in part on the Indian RailwaysAct, 1890, which, in the absence of express exclusion of its application, extends toail District Board railways and. in part on the nature of the provision made in the






stiuction of branch or feeder lines expected to prove remunerative from the point of viewof ra il wa y earnings on ly . B u t there are cases where the Lo ca l Governments or loc alauthorities may desire that a lin e should be constructed whi ch w i l l not be remunera

tive on railway earnings and the construction of which is desired by them for purelylocal reasons on account of the administrative advantages it is likely to confer or forthe development of a pa rt ic ul ar area. It is proposed tha t in fut ure the Ra il w ay Bo ar din such circumstances should have power to arrange for the construction of the linefrom railway funds if the Local Government or the local authority guarantees theRa il wa y Board against loss. The guarantee w ou ld be to the effect th at the loc alauthority would make up the difference between the net earnings and the interestand other charges payable . As it is not desirable th at the Cen tral Gov ernm ent shoul dmake any profit out of such contributions by local authorities, it is also proposed thatwhere contributions have been made by a local authority for this purpose the repaymentof such contributions should be a first charge on any net profits subsequently realisedfrom the line, should the line prove remunerative.

17- The Central Government must, however, retain the power to decide whethera line is to be built or not; the proposals in the preceding paragraph must not betaken to imply that a Local Government by giving a guarantee can require the Railway Boa rd to construct a lin e Proposals of a Loc al Governm ent m ig ht tu n counterto the general railway policy or might take the form of short-circuiting railway trafficand so lead to a reduction of receipts from existing lines.

18 These proposals have been cri culated to Lo ca l Governments and have beengenerally welcomea by them as affording a suitable method of reconciling central andlocal interests and of providing for local bodies and Local Governments a method ofsecuring the construction of railways which may be required for purely local reasons,and which, while not likely to prove remunerative on purely railway earnings, arelikely to provide such indirect benefits to Local Governments and local bodies as willmore th an repay the amounts pa id under the guarantee. Several such arrangem ents

have already Wen made with Local Governments



GAZETTED OFFICERS EMPLOYED ON CLASS I RAILWAYS. 107

l - 0 l

E t e r o p e a n s

I

I - 0 2 . S

t a t u t o r y I n d i a n a —

( a ) H i n d u

.

.

.

.

( b ) M a l l m s

( c ) A n g l o - I n d a n s a n d d o m i c i l e d

( d ) O t h e r c l a s e s

( e )

T o t a l .

.

.

.

1 . 0

3 .

G

R A N D

T O

T A L .

.

.

2 . 0 1 E

u r o p e a n s

M S . S t a t u t o r y I n d i a n a —

( a ) H i n d u s .

( e ) A n g l o - I n d i a n a a n d d o m i c i l e d E u -

( d ) O t h e r c l a s a s . .

.

.

(

e )

T o t a l

. . .

2 . 0

1 .

B u r o p e a n s . . .

2 . 0 2 . S

t a t o t o r y I n d i a n s —

( a )

H i n d o a

.

.

( b )

M u s l i m s

.

.

( e ) A n e l o - I n d l a a a a n d d o m i c i l e d

( d )

O t h e r

c l a s s e s

. .

( e )

T o t a l . . .

A P P E N D I X F .

S t a t e m e n t o f G a z e t t e d O

f f i c e r s

a n d O f f i c

e r s

o f c o r r e s p o n d i n g r a n k e m p l o y e d o n

C l a s s I R a i l v a y s ,

R a i l u a y

B e a r d a r d e t h e r R a i l w a

y O f f i c e s

( e x c l u d i n g H .

E .

H . t

h e N i z a m '

S t a t e a n d J o d h p u r R a i l w a

y s ) o n t h e 1 s t A p r i l 1 9 3 1 a s c o m

p a r e d w i t h 1 s t A p r i l 1 9 3 0 .



A P P E N D I X P— c on td .

Statement of Gazetted Officers and Officers of corresponding rank employed on Class I Railways, Railway Board and other Railway Offices (exthiding B. E.

Slate and Jodhpur Railtoays) on the 1st April 1931 as compared with 1st April 1930—conoid.

B. the Nizam's

Item.

1

4, Tronspcetaton—

4, OS. Statutory Indiana—

( a ) Hindns . . . .

(b) Masllma

(e) Anglo-Indiana and domlcllEnropesns

( e ) Total . . . .

4 . 0 3 . G R A N D T O T A I

5.01. Europesns .

MB, Statatory Indians—

(a) Htadna . . . .

(b) Musllma .

(e) Anglo-Indians and domicllEuropoans-

(d) Other clones .

( e ) To tal . . . .

5. 03 GrAND TOTAL

6, Mechantoal Bnging—

6 - 0 1 Europeaaa . . . .

6.02. Statutory Indiana—

(a) Hlndna . . . .

( b ) M u s l l m a . . . .

(e) Anglo-Indiana and domiciledEnropeans.

(d) Other clases .

( e ) T o t a l . . . .

6 . 0 6 . GR AN D T O T A L

1 0 8

REP ORTBYTHERAI L W

AYB OARD O NI NDI A NRAI L WAY SF OR1 9 3 0 - 3 1 .



7-02. sudatory Indians—

(a) Hindns

(b) Muslims

(e) Angto-Indlans and domiciled

( d ) Other classes' . . . .

(•) Total . . . .

7*03. G R A N D T O T A L . . . I

8-01. Europeans

8-01. Statutory Indians—(a) Hindus( b ) Muslims . . . .

(a) Anglo-Indians and domiciledEuropeans,

(d)Otnarelaaaaa . . . .

(a) Total . . . .

8-03. GRAND TOTAI

9. Total9-01. Europeans9.02. Statutory Indians

(a) Hindus . . .( b ) Musllme . . . .

(c) Anglo-Indians and domiciledEuropeans.

(d) Other classes

(•) Total

0-03. GRAHD TOTAL

10. Inoredse + Decrace—

10.01. Europeans

10-O2. Statuto ry Indians—(a) Hindus(b) Hmllmi

(c) Anglo-Indians and domiciledEuropeans.

(d) Other classes

( e ) Total . . . .

10-03. GTRAND TOTAl11. Parasatage of to***—11.01. Enropeans . . I

ll.02 . Statutory Indiana—is) Hindus

(b) Muslims

(e) Anglo-Indluns and domiciled

(d) Other classes

• Ravised flgures

1 0 9

ii

IaCO

I GO



A P P E N D I X F — co nt d.

Statement of Subordinates, drawing R s. 260 per mentem and oter or on scales of Pay rising to Ps. 250 per mensem and oxer, employed on Class I Railvrays Railuay Btard and other

Railuay Offices (exelvding E. E H. the Nizam's State and Jodhpur Rarlvays) on 1st April 1931 as compared with 1st April 1930.

Item.

1 1

1. Agmm Department—

1-01. Europeans

1-02. Statutory ladlaaa —

(a) Hindus

(ft) Musllms

(c) Anglo-Indians and domiciled Europeans(d) Other clasaes

(e) Total

1 -0 3 . G K A N D T O T A L . . . . . . I

2 01. Kuropeans

2.02. Statutory Indiana—

(a) Hindus

(b) Mualtn

(c) Anglo-Indiana and domiciled Europeans

(d) Other clasaes

(e) Total

2.03 GRASS TOTAL

3. E ngineering Department—

2.01. Ruropeana

2.02. Statutory Indians—

(a) Hindus

(b) Vnalbna

(c) Aagto-Indians and domiciled Enropeans

(d) Other class

( e ) Total . . . . . .

8,03. GRAND TOTAL

REP ORTBYTHERAI L W

AYB OARD O NI NDI A NRAI L WAY ST OR1 9 8 0 4 1 .

1 1 0



4-01. Eoropesns .

4-02. Statutory Indiana—

(a) Hindus . . . . . I

(b) Musllms

(c) Aaglo-Indlans and domiciled Europeans .

(d) Other classes

(e) Total

4.02 GRAND TOTAL

5. Commercital

5.01. Europeans . .

5.02. Statutory Indane—

(a) Hindus . . .

( b ) H i n d u s . . .

(e) A nglo-Indlans and domlclled Europeans

(d) Other classes .

( e ) Total . . . . .

5 . 0 3 G R A N D T O T A L . . . . . .

6. Mechaical Enrinearing-—

6 . 0 1 . Europeans . . . .

6-02 Statutory Indians—

(a) Hindus

(b) Mnallma

(c) Anglo-Indians and domiciled Europeans

(d) Otber classes

(•) Total

6 . 0 3 . G R A N D T O T A L . . .

7. Storcs Depurtont—

7.0l. Enropesits . .

7.02. Statutory lndins-

(a ) Hindus . . . .

(b) Muslims. . .

(c) Angto-Indfak a a nd domiciled Europeans

(d) otner classes .

(e) Total

7 .38 G R A N D ) T O T A L j

S E NI OR S UB OR DI NAT E S E MP L OYE D O N C L A S S I R Al L WAY S

I l l



APPENDIX F—concld.

of Subordinate*, dravcing Us. 260 per mensem and over or on scales of pay rising to Rs. 260 per mensem and over, employed on Class I Railerays Railway Board

a nd other Roilway Offices (exluding H. E. H. the Nizaw's State and Jodhpur Railcays) on 1st April 1931 as compared with 1st April 1930-concld

l

8. Other Departcrets—

8 01. Europens

8. 02. Statutory Indlans—

(a) Hindus

(c) Anglo-Indians and domiciled Europeans(d ) Other etesses

(a) Total

8-03.G RAND TO TAL

9. Baend ar t athar Reilsay ofices—

( A ) H I N D D G S . . . .

(e) Aaglo-lndlans and domiciled Europeans

(d)Other classes .

(e) Total

9.03. GRAND TOTAL

10. Total—

10-01. K u r a p s a s e . . .

10.02. statory lndlans—

( a ) H i n d e s . . . .

( b ) H a a a n

(e) Aaglo-Iadlans and domiciled Europeam

(d) Other classes

(e) Total

I0-08. GRANDTOXal

1 1 2

REP ORTBYTHERAI L WAYB OARD O NI NDI A NRAI L WAY SF OR1 9 3 0 - 3 1 .



SENIOR SUBORDINATES EMPLOYED ON CLASS I RAILWAYS.

1 1 . 0 1

.

K u r o p e a n s

1 1 - 0 2 S t a t u t o r y I n d i a n s —

( d )

H i n d a s

( c ) A n g i o - l n d l a n i a n d d o m i c i l e d E u r o p e a n s

( d ) O t h e r c l a s s e s

( c ) T o t a l

1 1 . 0 8 .

G R A N D

T O T A L

1 2 . P e r o r a d a g s o f t o t a l —

1 2 - 0 2 .

S t a t n t o t - l n d i a n s —

( a )

H i a d

n s

( b ) M a s l l a n a

( c ) A n g l o - I n d i a n a n d d o m i c i l e d E u r o p e a n s

( d ) O t h e r c l a s e s

s2

113



11 4 RKPORT BY THE RAILWAY BOARD ON IN DIA N RAILWAYS FOR 1930-31.

A P P E N D I X G .

Statement sowing the number of appointments created and vacancies which occurred among officers of Gazetted rank on

Slate Railways and of corresponding rank on Companies' Railways (Class 1) excluding H. E. H. the Nizam'*

State and Jodhpur Railways, and how they were filled during 1930-31.

Sumter

ofvacancies

whichocourred In

provlous

years notf i l l ed In

those years

remainingto be A I M

Number

appoint

duringthe year.

ofvacanclcs

whichoccurred

the year

Number

appoint

abolishedduring

the year

Nuinberof

net

vacancles

to befilled. i l l

Number of

actuallyulled.

FILLED BY

Euro

peans

S T AT U T O R Y I N D I A N

tindus Muslims

Anglo-Indiansan d domlclledEuro-

peans

OtherT O T A L .

Stale Worked Rallways

1. Agency

2. Accounts .

3. Englneering

4. Transportation and

Conimcnlal.

6. Mechanical

6. Store

7. Other Departmenta

1930 31

8 . T O T A L

1829-10

8. Percentage 1930-31of European* tonumber ofNaeanoles

f i l l e d I

10. Percentage 1930-31of Statutory Indiana to

number ofvacancies

filled 1920-80

Attain Be ng al Ra il uay

1. Agency

2. Accounte .

8 Engineering


Commercial.

5. Mechanical

6, stores

7. Other De partm ents .

1980 81

8 . T O T A L .

1929.30

9. Percen tage 1830-31of Europeans to

n u m h r o t

f i l l e d 1 8 2 9 - 3 0

X0. Perentage 1930-31of Statutory Indiana tonumber ofvacaudeatilled. 1828-80

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N U M B E R O F A P P O IN T M E N T S C R E A T E D A N D V A C A N C IE S F I L L E D U P . 1 1 5

APPENDIX Q-contd.

S t a t e me n t showi ng t he numbe r o f appo i n t me n t s o re a t e d and v ac anc i e s wh i c h oc c ur re d among o f f i c e r s o f Ga t e t t e d rank on

S t a t e Ra i l way s and o f c or re spond i ng rank on Com pan i e s ' Ra i l way s ( C l as s I ) e x c l ud i ng H . E . H . t he N i zam ' sS t a l e and J odhpur Ra i l way s , and how t he y we re f i tt e d dur i ng 1930- 31— c on t d . *

Departintsi.

Number

of

vacancles

whichoccurredIn previeusyeears rot

f i l l e d I n

these yesrslremaining

to be filled

Number

appoint-

createdduring

the year

Sombero f

Vaeancleswhich

ccoourradduring

the year.

Numbero f

appointments

abollsheddaring

Numbero f

netvaoaucles

to befilled.

Number ofvacancics

not filledup during

the year

Number ofvacanciesactually

filled.

F I L L E D B Y

Europcans

STATUTORT INDIANS.

Hlndns Muslims

Anglo-Indlaniand domiciledEuro-p et a l .

OtherT O T A L

Railway.

1. Ageney •2, Accounts .8. Englneering •4, Transportation UK

Commerclal5. Mechanical8. Stores7. Other Departments .

1930-31

9. Fercentage 1980-81of Europeans to

number ofvacancies

tilled. 1929-30

10. Paicentane 1930-31of Statutory Indiana tonumber ofTacanclosfilled. 1929-30

Bengal Narpur Rallway

1. Agency .

2. Accounts .

3. Englneerint!

4. Transportation andCotninnrclal

6. Mechanical

6. stores

7. Other Departments

1930-31

5. T O T A L 1929-30

9. Percentage of 1930 31Europeansto number

s u s r

1929 -3 010. Percentage 930-31

of Statut o ry In dians tonumber ofvacancies

fllled.

1929-30

Bombay, Baroda and

Ctniral India Railwy.

1. Anency .

2. Accounts .

3. Engineering


Commercial.5. Mechani cal . .

8. Store*

7. Other Departments .

1930-31

8 . TOTAL .

1929-30

9. Percentage of 1930-31Europeaneto numiterof vacan-cles filled. 1929-30

10. Percentage 1930-31

of Statut o ry In diana tosv n b ero ivaoancieifilled. 1929-30

* Revised figures.



116 REPORT BY THE RAILWAY BOARD OK INDIAN RAILWAYS FOR 193041.

A P P E N D I X G -conold.

Statement showing the number of appointments mated and vacancies which occurred among officers of Gazetted rank

on State Railways and of corresponding rank on Companies Railways (Class I) excluding R. E. H. the Nisam'sState and Jodhpur Railways, and how they were filled during 1930-31— concld.

Numberof

VAOANCLESwhich

c o o u r r e d I N

pnvlousyears not

f i l l e d I nthose yearsl

to be filled

Numberof now

appoint

duringthe year

Number

ofvacuoles

whichoccurrad

duringthe year

Numberof

sppointabolished

the year

Numberofnet

vacanclesto befi l led

Numberof

vacanctesnot fi l ledup durumthe year

Number of

vacantia*actually

filled' PoarHindus

F I L L E D B Y

Mui l lm,

Aaglo-Indtan*and-mlclled

Euro-

OtherTOta l .

•Ravised flgures.

Departments.

thoseramaling

to

Madras Southern I Me hrat ta Ra ilw ay .

1 Agency2 Acconts .3. Englneering4, Treneportatlon andI

Commerclal.5, Mechanical6. stores7. Other Deputments .

1930-31I8. total

19290-30

9. Percentage 1880-31of Europeana tonnmber ofvacanclesIfilled.

1929-30

10. Pereentage 1930-31of Statutory

to

vacanciesfilled. 1928-30

Rohilkund and Kuumoon I

1. Agency I2, Asconnts .3, Roglueering4. Trewportatloe tad

Commercral.5. Maenicai6. Stores.7. Other Department* .

1830-316, Torn.

1988-80

», Porceatage 1830-31of Euro-pears tom u t e r o fvacanoiesfilled.

1929 -30

10, Percentage 1930-31of StatutoryIndians tonumber ofvacanctetfllled. 1829-30

Sauth Indian Ratitu ay,

1. Agency .

2. Accounts .3, Engiueering4. Tranaportatton and

Commercial,5. Mechanical6. Stores7. Otte r Departments .

1930-31T O T A L 8 .

1929-30

9. Perceatage 1830-31of Enro-peans tonumber ofVacanclesrilled. 1929-30

10. percentage 1930-31of StatutoryIndians to-number ofsacancieifilld,

1929-30

http://ve.oe.udee/

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OFFICERS OF THE RAILWAY BOARD ON 318T MARCH, 1981. 117

A P P E N D I X H .

Officers of the Ra il w ay D ep art me nt (R ai lw ay B oa rd ) on 31stMarch, 1931.

T h e H o n b I e S ir G E O R G E R A I N Y , K . C . S . I . , K . C . I . E . , I . C S . ,

Member of Council of Governor General.

Mr. T. G Russell

Mr. A. A. L. Parsons, C.I.E., I .C.S. .

Mr. A. M. Hayman, O.B.E.

M r . M . W . Brayshay . . . .

Mr. H. A. M. Hannay

Mr. E . H. I ran i

Mr. F. J. Page, O.B.E.

M r. C. P Co lvm, O .B. E. .

Mr. P. R. Rau, M.A

M r. J. C Highe t, F.C H

Mr . P. H Mafl in, O. B.E ., M.C . .

M r . J . F . Blackwood . . . .

Mr . A. M. A h

M r . G . C . Laughton . . . .

M r . T . G . Creighton . . . .

M r . E . V . MacLean . . . .

M r . H. J. M de Lange

Mr. T. S. Sankara Aiyar , B.A., B.E.

M i . T. K. Nana Rao

M r E C Rundlet t . . . .

Chief Commissioner of Railways.

Financial Commissioner of Railways.

Member.

Do.

Do.

Director, Civil Engineering (Offg )

Director, Mechanical Engineering.

Director, Traffic (Offg.).

Director, Finance.

Director, Establishment

Secretary (on leave)

Secretary (Offg ).

Deput y Secretary (Offg ).

Deputy Director, Civil Engineering (Offg.).Deputy Dnector, Mechanical Engineering

(Offg . ) .

Deputy Diiector, Traffic and Statistics

(Offg . ) .

Deputy Director, Finance (On leave).

Deputy Director, Finance (Offg.)

Assistant Director, Finance (Offg.)

Chief Superintendent.

M r. H. C. B. J olive, .A

Mr P B. Chandwam, M . A . .

M r F . D'Souza

M r . 1ST. D. Calder

Mr. K . M . Hassan . . . . .

Khan Bahadur Barkat Ali

Major H . W. Wagstaff , M . C , R. E.M r. M. S. Gregory, M C, V . D . .

Mr. W. H. Scott

M r . H . G . Salmon'd . . . .

Mr. W. E. Smith

Mr. Dev Dutta

M r . M . K . M i t r a , M . A .

Mr. I . S . Pur i , M.A

Mr. Yaqub Shah, M.AMr. C. N. Bhan

M r . Gopal N a t h Mehra . . . .

Attached Officers.

Rar Bahadur Ishar Das Puri .

Railway Board.

Timber Advisory Officer.

Officer on Special Duty.

Do do

Do do.

Do. do.

Do do.

Supeiviisor of Railway LabourOfficer on Special Duty.

Do. do.

Do. do.

Do do.

Do. do

Controller of Railway Accounts.

Deputy Controller of Railway Accounts.

Assistant Controller of Railway Account*.Assistant Accounts Officer.

Do. do.

1IGIPO—L—X-28 -29-1-82-1,200.

Controller of Railway Accounts.

Honorary Assistant Personnel Officer.H o n o r a r y Assistant Per son nel Officer.











Documents

Indian Railways 1930 1931 Vol I