16 points about India's first train journey -- 163 years of Indian Railways

163 YEARS OF INDIAN RAILWAYS

16 FACTS OF INDIA’S FIRST RAILWAY- 16 APRIL 2016- Rajendra B. Aklekar

India’s first passenger train with three Vulcan-built steam locomotives & 14 wooden rail cars ran between the 21 mile (34km) distance of Boree Bunder (today called Mumbai CST) & Thana (today called Thane) on Saturday, April 16, 1853 at 3:35pm. The journey completes 163 years today on April 16, 2016, also a Saturday. 

Here are 16 fascinating points about it from my book Halt Station India.

The Legend of Indian Rail Lines

Book Review

The Legend of Indian Rail Lines

By Ganpat Teli

‘Halt Station India: The Dramatic Tale of the Nation’s First Rail Lines’ by Rajendra B. Aklekar, Rupa Books, Delhi, 2014.

Sometimes when we travel in the trains, we usually think of how the railway made its ways in India? What was the story of the first rail line of the country? How the project was made and it progressed? What were the challenges before the mission of laying lines? What were the reactions of local people towards this strange happening? How this network of track spread all around the country. The answers of some of these various questions is ‘Halt Station India: The Dramatic Tale of the Nation’s First Rail Lines’ by Rajendra B. Aklekar. As railways enthuse, he narrated the story of advent and development of rail lines particularly in Bombay in this book. Sir Mark Tully rightly appreciated the book in the forewords that “Rajendra B. Aklekar’s meticulous research- and his scholarship which enables him to interpret his finding- throws new light on the way those railways were built- the laying of the lines, why they were laid where they were laid, how the demands on them changed and how they met those demands.” He collected facts from various sources and created this wonderful book by putting them together.

The first Chapter ‘The Story of an Experimental line’ of the book is an account of emergence and materialization of the idea of first rail line (not only) in India (but also in Asia). Though the activities related to the steam engines were taking place in India even before 1850 when architect of the first line of India James John Berkley landed in Bombay but the first formal passenger train service was flagged off on 16^th April 1853 from Bori Bandar (known as VT) to Thana hauled by Falkland (the locomotive named after Bombay governor of the time Lucius Bentinck Cary, the tenth Lord Viscount of Falkland). Some other engineers also joined Berkley’s team at the site but couldn’t acclimatize with the weather condition and even succumbed to the death. The construction of the line was really a big challenge in a difficult terrain.

Aklekar noted down all the activities related to the construction of the first line, such as survey of the line, arrangement of construction materials, planning of line, arrival of locomotive and coaches, trial run, enthusiasm of locals and railway workers and finally the description of the first run. Apart from these details, Akelkar also noted socio-economic aspect of this development. There was not a very good relationship between English and local workers. Local workers were also on strikes with their demands. When trains were started running there were many reservations among the people of upper social strata. Rich and people belongs to the upper castes (both Hindus and Muslims) were not happy to share their space with the common people.

Next Three chapters of the book ‘Walking down the first Railway Line’, ‘The Romance of the Harbour line’ and ‘The Wonders of BB&CI Railway line’ are interesting reportage of tracking along the lines. Akelkar described the specifications of the station one by one and also traced the remains of the day. He thoroughly enjoyed the art of narration while telling the stories of the lines and stations. Line and Stations between Victoria Terminus and Thana have been gone through the winds of change but remains of Great Indian Peninsula Railways (now central line) are still there. Similarly he also journeyed the lines of Bombay, Baroda and Central India Railway (Now Western Line) and Harbour line.      

Fifth chapter of the book ‘Nostalgia Along the Lines’ is an collection of the memoirs by the people of the early days of railways in Bombay. Next chapter, ‘Forgotten Lines and Lost Journeys’ is focused on the important lines and stations which don’t exist now. Bori Bunder, from where the first train of India originated is more or less existing in the name of UNESCO world heritage site Chatrapati Shivaji Terminus and known as Victoria Terminus but Colaba, Bombay Backbay, Ballard Pier Mole, Mazgaon and Bhor Ghat Reversing stations are now became chapters of the History. Similarly Trams Services and some Industrial lines disappeared in the crowd of the cities. Author of the book devoted one separate chapter on the tram services in Mumbai. In the last part of the book he covered all the recent developments related to the railways in Mumbai, introduction of trains with new technology, mono rail and metro.  

Railway is a passion for Rajendra Aklekar and the same is reflected in this book. He narrated the story in a floury language. He is a well informed writer, he has every possible facts related to the particular person, event or item. For example he shows how the root of Musjid Bunder station connected with Tipu Sultan, the ballot boxes of first General Election of the India carried by railway from Mumbai to all over India and how the hall was cooled during annual session of Indian National Congress. Author also uncovered reason behind the naming of station as ‘road’. During the epidemic Britishers didn’t want to come in touch with local people so the rail lines were kept outside of the town and nearby station was named after the same town as road. Aklekar also provided old photographs of the various stations and lines. The book is a combination of a scholarship and fiction. On the one hand, he used various references from books, newspaper archives and journals; on the other side he has mastered the art of storytelling.

Indian Railways and the local language

A research paper by Rajendra B. Aklekar

Indian Railways. It truly reflects India! It is complex, sometimes unwieldy and unmanageable, and yet full of life. It prospers against all odds! It is not just a transport organization. It is a great social institution. So many things may go wrong in the country, but the Indian Railways somehow manages to keep its head up above the waters, and it always runs the trains, serving millions of people everyday! Indian Railways is patient with and sad about those who try to bring damage to its network of passenger and goods trains, hoping that these people one day will repent for their sins and recognize the merit of the institution that has served the nation with great distinction.

Language communication on Indian Railways

This institution of merit has evolved very interesting language policies since its inception. Since the railways are a public transport, serving people from different regional, ethnic, and linguistic groups, the policy of the organization has been geared towards communicating with its passengers using their language and script. Advertisements, announcements, information signs, cautioning remarks within the compartments, and helpful suggestions about the use of the toilet facilities, and so many other areas of contact within and outside the train and in the railway station have been presented in the dominant language and script of the region. The ultimate goal is to help its passengers to have a pleasant journey! In a country where literacy has been low for generations, the Indian Railways chose to give the essential information using visuals as well.
Indian script in Indian RailwaysThe answer to the question "When was Indian script used first on the Indian Railways?" is difficult but not impossible to find. A quick study done on the subject by me has revealed some interesting facts. This study is a part of the comprehensive research I have undertaken on the Great Indian Peninsula Railway. The facts mentioned here are some quick references on the use of India script in the Indian Railways, researched from various academicians and official sources.

The first Indian train

The first passenger train ran on Indian soil on 16 April, 1853. It had 14 carriages and three engines reportedly lcoally called - Sindh, Sahib, and Sultan. The opening of the railway in the East was a major occasion and the day was declared as a public holiday in the city of Bombay. 1853, just four years ahead of the First War of Independence, otherwise called the Sepoy Mutiny!
Preparations for this great event might have been done on a grand scale, and special attention might have been devoted to the decoration and embellishment of the locomotives and its carriages. And if we go by the conventions and the traditional practices of the day, I have no doubt that some pujas to the engines, to the railroad, and other equipment might have been performed by the Indian people associated with the project for divine intervention.

The people’s language

It can be safely stated that the public notices and general instructions put up in the carriages had to be in the language the people understood. Hence, the strongest possibility is that the carriages of the first train in India must have had the scripts of Marathi and Urdu, besides English, for the signboards. There is a reason for that.
Marathi, being the local language of Bombay, was given preference. Since Hindi, as it is today, was not yet evolved then (1853), the spoken language used then was Hindoostani. The scripts of Persian and Urdu had had been widely written in upper India. But the British government in India had already laid down a policy to give preference to the local vernacular language.
"Yes," says M. S. Thirumalai, the editor of the online monthly journal Language in India, http://www.languageinindia.com//. "I can only guess that the system of writing in the Indian vernacular must have been introduced right from the beginning when the first train started moving from Bombay to Thane."
Thirumalai says, in his personal communication, that the then British India language policy was to use the Indian vernacular, (they used Persian only for a brief period). The replacement of the Perso-Arabic script for writing Hindi was done even before the first Indian War of Independence in 1857. Since Marathi was being written in the local script, the first train in India, I assume, must have had the Indian vernacular script.”
“Marathi was written in Modi script at that time. Devnagari script for Marathi was adopted after several decades of that date. This means that even assuming that the first train's coaches had words or sentences written in Marathi, the script was not Devnagari as we call it today,” adds another expert Ravindra Rao.
With the introduction of the competitive examinations for the civil services in 1853, and even earlier, the British Raj had introduced an incentive scheme for the officers of the civil services to learn and use Indian languages in the British Raj administration. The use of the Indian vernaculars in government documents and properties had been encouraged by the British rulers.

Proof in government records
What Mr. Thirumalai says seems correct. Further research on the subject by me has more or less proven the fact that the local language was, indeed, used in one of the references to the earliest inscriptions found in the railway infrastructure in Bombay.
According to the Gazetteer of Bombay City and Island, published in 1909 by the executive editor and secretary of the gazetteer department of the state government of Maharashtra, the Frere bridge - named after the Governor of Bombay, Sir Bartle Frere, and built by the Bombay Baroda and Central India Railway (BB&CI) in 1866 at Grant Road, has an inscription on the bridge in English, Marathi, and Gujarati.
Similar is the case with the Kennedy Bridge (English, Marathi, and Gujarati), the Wodehouse bridge (English and Marathi), and the French bridge (English, Marathi, and Gujarati). Gujarati was prominently used on the BB&CI Railway as the third language because the line had come down from Surat to Bombay. The common sense approach of the Indian Railways to the linguistic complexity of the country is evidenced in this early record.
The Great Indian Peninsula (GIP) Railway, however, used Urdu as the third language on its system as its script was readily available.

More proof

The practice of using English, Marathi, and Urdu did continue for some period. About seventy years later, the official picture released by the Central Railway's Chief Public Relations Department showing the crowd awaiting at Kurla station dated 1925 (nearly 70 years later) for the country's first electric train has the name of the station painted in three languages - English, Marathi, and Urdu.
So, we can safely conclude that the GIP Railway used English, Marathi, and Urdu as its first, second, and third language respectively. After the Constitution of India was formed in 1950, the railways decided to use English, Hindi, and the local language. Since the same train may pass through several states, the carriages always had more than the minimum two languages. The notices always carried the main languages of the states through which the trains ran.
Since Marathi, the local langauge in Maharashtra, and Hindi, the national language, share the same Devnagari script, a local resident not understanding English can still read and comprehend the Hindi version of the message, unlike the local resident of southern India, whose lcoal language has a distinctly different script than that of Devanagri.

Prominent Hindi terms used on Indian Railways

I give below a list of some Hindi terms that are commonly used on the Indian Railways. Satish Pai, the moderator of the Indian Railways Fans Club Association mailing list has taken some effort to gather this list. Although these are classified here as Hindi terms, some (not all) of these are widely used or understood in many areas of India.

· 'Dibba,' a passenger car (coach).
· 'Maal Gaadi,' a freight (goods) train
· 'Patri,' the tracks
· 'Karshan,' electric traction
· 'Kaka,' (Bombay division) a driver
· 'Aagwalah,' (also anglicized as "Augwala"), literally fireman, but generally used for the assistant driver even today.
· 'Chhavni,' Cantonment
· 'Chhoti rel,' (colloquial) MG or NG (literally, "small rail")
· 'Baramasi,' permanent-way worker or gangman. (Literally this means '12-month-er', referring to the nature of gangman's job, which requires going out at all times, and in all kinds of conditions.)
· 'Bada-fast,' is a mixed-language term; 'bada, 'big in Hindi.

The following are some of the "official terms" used in Hindi translations by the Indian Railways.

· 'Shayan yaan,' sleeper coach
· 'Paryatan yaan,' tourist coach
· 'Vatanukool,' air-conditioned
· 'Vatanukool kursi yaan,' AC Chair Car
· 'Vatanukool shayan yaan,' AC Sleeper Car
· 'Rasoi yaan,' pantry car
· 'Upari upaskar,' pantograph
· 'Chalak,' driver
· 'Sahachalak,' assistant driver
· 'Parichalak,' guard (?)
· 'Aaybhaar,' tare weight
· 'Mandal,' division
· 'Samay saarani' timetable
· 'Khekda' = crab, affectionate name for the WCG-1 locos; see the entry above on 'crocodiles'.

There are quite a few terms from other Indian languages also used in the terminology used by the Indian Railways.

To conclude

Since 16 April, 1853, the Indian Railways have come a long way. The Indian Railways today rank as the largest rail network in Asia and the world's second largest under one management. Indian scripts have now firmly established itself on the railways front --- so firm that there's also a Rajbhasa department in the Indian Railways.
Unfortunately, the Indian linguists have not done any serious research on the use of Indian languages in the Indian Railways. More than any other wing of the government, the Indian Railways have been receptive to the communication needs of its patrons. It is important to study the language policies adopted by the Indian Railways because these policies could provide some useful models for language use in India. The syntax used in the linguistic styles used by the Indian Railways needs to be studied in depth. Likewise the study of the technical terms used in the loco sheds would throw light on the dynamic nature of the coinage of technical terms by the railway personnel.

(Rajendra B. Aklekar is a Mumbai-based journalist, an amateur railway historian and founder of the Bombay Railway History Group http://www.brhg.4t.com/ )