Silchar–Lumding BG: A tale of deep rooted conspiracy
Part – II
From our Special Correspondent
SILCHAR, Jan 24: It would be interesting to know how the British constructed Silchar – Lumding Metre Gauge with 24 railway stations, 586 bridges and 37 tunnels through the difficult hilly terrain of North Cachar Hills in a record time of 15 years with the available technology of the time. In 1882, John Boyers, chief engineer, mooted the idea of connecting Surma Valley with Brahmaputra Valley. Guildford Molesworth, the consulting engineer, accepted the detailed survey report in 1887. The construction work started in 1888. The Badarpur–Damcherra section was opened on April 23, 1899 and Damcherra–Lumding section on December 1, 1903.
As there was lack of man power, labour was brought from outside. Markhrans from the Persian Gulf for tunnel work. Pathans from Afghanistan for rock cutting and earth works, Nujos from Orissa, Sylhetis from Sylhet, Santhals from Madhya Pradesh, Biharis, Nepalis and Punjabis for carpentry, stone masons and brick layers, Bombayites as riveters and pillar erectors. Some 8,000 labourers were engaged. All supplies of food, tools, plants, stores, explosives, lime, cement and other materials were brought from the base camp, 34 miles away. 200 bullocks and ponies, 250 camels, 30 elephants were engaged in each unit for transportation. Series of roads were built about 300 to 400 ft above the work sites. The dense forest being malaria prone and habitats of wild animals made the work hazardous. But, it was the grit, determination and skill of British engineers which overcame all obstacles and made impossible possible.
The story of Konkan Railway on the western coastline connecting Mangalore with Mumbai is another example of the skill and efficiency of Indian engineers. The Konkan railway was the brain child of then MP Nath Pai which was given concrete shape by leaders like Madhu Dandavate and George Fernandes, all from Konkan area. The foundation stone of this 738 km long BG with 56 stations, 2,000 bridges and 91 tunnels, 9 of them critical, was laid on September 15, 1990. For expeditious construction work, Konkan Railway Corporation Limited was formed. It was a challenging task as the route passes through hilly terrain, thick forest with wild animals, not different from North Cachar Hills. The Corporation set the target of 5 years to complete the BG, something that had never happened in India.
Flash floods, landslides and tunnel collapses affected the work but the project moved on. Reputed construction companies like Larsen and Turbo, Gammons India Limited, AFCONS, and Swedish expertise in tunnelling were engaged with round the clock monitoring of work by dividing the entire stretch of 738 km into 7 divisions, each headed by a chief engineer. All political leaders and parties united to see the project faced no problem. The transport lobby which made huge profits on Mangalore–Mumbai road was active to oppose and delay and even scuttle the project. But, people of Konkan areas were watchful and vigilant. Ultimately on the Republic Day of 1998, the first train on the Konkan Railway was flagged off.
It took just 8 years to complete the project. Quite significantly, Konkan Railway is the first of its kind to introduce services for commercial trucks to be transported on flat wagons. It proved very economic and profitable for transporters. In one year, Konkan Railway carried 1.6 lakh trucks with an income of Rs 120 crore. Transport lobby is now the great patroniser of Konkan Railway.
It will also be relevant to know how the Railway Ministry has given priority to complete 345 km Jammu–Udhampur–Srinagar–Baramulla broad gauge link in Jammu and Kashmir. This rail link with 750 bridges and 100 km of tunnelling is another most difficult and challenging railway line project in the Indian sub continent. The route passes through the Himalayan foothills and mighty Pir Panjal range. The longest tunnel of 11 km Pir Panjal has been completed in six years. And the highest bridge in the world over Chenab river is under construction. It is higher than Kutub Minar and Eiffel Tower of Paris.
The railway line which started in 1993 is all set to be completed by 2017. In the meantime, the train services have started between Jammu and Udhampur as well as Quazijund to Baramulla. Work is fast progressing on the other two sections– Udhampur–Katra and Katra–Quazijund. In this construction works are involved reputed companies like Ircon, Hindhustan Construction Company, Gammon India, Archiradom and Konkan Railway Corporation. Australian tunnelling technology is being used.
And now see the contrast, the British with elephants, camels and ponies completed hills section in 15 years, Konkan Railway could be completed in just 8 years and the Jammu–Kashmir railway is all set for completion by 2017. With all the modern and sophisticated technology, NF Railway is groping in the darkness of tunnel No. 10 and the rest tells its own story.
(Concluded)
Source:
http://www.sentinelassam.com/cachar/story.php?sec=2&subsec=12&id=147172&dtP=2013-01-24&ppr=1#147172
