Category Archives: Surface Transports

HORSES AND MOUNTED GAMES IN COLONIAL CALCUTTA

A pair of racehorces. By Shaikh Muhammad Amir of Karraya (1830-1850). Courtesy: Christie

PRELUDE
Not until the British revamped army to recapture Calcutta in 1757, horses in India had the leading role in wars, and in everyday public and private life as well. Gradually the other two robust animals, camels and elephants, were being withdrawn from military and public services. The demands for suitable horses grew manifolds, and so was the prospect of horsetrading in India that attracted horse dealers from around the world to come and stay in Bombay, Madras and Calcutta engaging themselves in all kinds of horse-related enterprises, including horse auctions, livary stable services, saddlery, fodder supply, coach building, veterinary services, equestrian schools.

HORSE IN INDIA

India had an indigenous supply of excellent elephants, but not many good horses. Yet the horse of ‘Ashwamedha’ fame served as a symbol of power and glory in Indian tradition. There are evidences of horse riding in the era of Rikveda. [Coomaraswamy] The earliest known work on veterinary science  India’s Shalihotra-sanghita, proves how seriously the fitness of horses was taken care of. Even so, India had to depend much on imported war horses since the indigenous horses were found inadequate for battlefront and their high war mortality rate. The good horses were imported to the Mughal state from Arabia, Iran, Turan, Turkey,Turkestan, Badakhshan, Shirwan, Qirghiz, Tibbet, Kashmir and other countries. Kabul and Qandhar were the major entrepots on the land-routes for the horse traders. While horses from Central Asia came to India by the overland route, Persian and Arabian horses were largely brought by the sea. [Khan] The ports of Surat, Cambay, Kutch, Thatta, Lahori Bandar and Sonargoan in Bengal were the major entrepots for the bahri horses brought for breeding. In order to establish control over the horse trade, the Mughal Emperors established friendly and diplomatic relations with the neighbouring countries. [Choudhary]

COUNTRY-BREEDS
The Indian Country-bred, generally plain heads, long necks, narrow chests, strong hooves and low-set tails, archaically known as tattoo, vary from good-quality riding horses to small and poorly-conformed animals used for pack and draught work. They derive from many diverse horse breeds and types, including the small horses of the Himalayas of northern India, and the strong horses of the Punjab. Outside influences include Arab horses imported to Bombay and Veraval from the Persian Gulf, and the Australian Walers imported in very large numbers in the nineteenth century to Calcutta via Madras. The Indian Half-bred is a cross-breed between Thoroughbred stallions and local and imported mares of various types, raised mainly by the Indian Army as a cavalry mount. Apart from the regulars, the Militia Cavalry also required to be equipped with horses as well. It is also used by the Indian Police Service, as a polo pony, and for recreational and competitive riding. The most distinguished Indian high-breeds are:

    Bhutia –       Like Mongolian and Tibbetian horses,
    Kathiawari – Western India breed intended to be a desert war horse,
    Manupuri –  Famous for their unruffled demeanour and learning ability,
    Marwari –    As an ambling gait and a superior level of hardiness ,
    Spiti –          A mountain-based breed,
    Zaniskari –  In many respect similar to Spiti, Chmmarti – A well-muscled, can easily survive cold temperatures, and
    Deccani –   Arabian and Turkic crossbreeds with local ponies; “a perfect compendium of all the qualities required in a campaigner. ”He doubted if even the war-born Arabian Badoo can be deemed the superior of the ponies bred on the banks of the Bhima and Tapti”. [Burckhardt]

 

HORSES IN CALCUTTA
Bengal never had any better horses than the Bhutia and the Manipuri breeds of local origin. So long the Sonargaon river port was in operation, Bengal not only received regular supplies of imported horses, but also witnessed the transportation of some of these war machines to the Deccan and China. [Chakrabarti]. The other centre was the Sonepur Cattle Fair for one month long trading of animals – the largest in Asia.

The emergence of Bengal as a regional political entity during the early medieval times must have increased the demand for war horses, but it was never so desperately pressing as the English felt after they lost the 1756 Battle of Calcutta. “The question of our horse supply, though primarily a military one, is far from exclusively so.” [Burckhardt] Burckhardt was right. Life in Calcutta literally depended much on horse power, otherwise Calcutta would have remained stand still even though there had been elephants, camels and bullocks roaming on roads carrying passengers and goods. None of those animals were as agile and sportive as the horses in battlefields, roads and lanes, racing grounds, or ambling for a promenade.

Since the city was rebuilt on the ashes of 1756 Battle horses were being imported in huge quantities particularly from Arabia, Britain and Australia.

A Horse and His Trader, circa 1800 Painting; Watercolor, Opaque / Artist: Bagta. Los Angeles County Museum of Art

ARAB HORSE
The oldest pure breed in the world, Arab horse is actually the horse of the  the wandering Arab – the true Bedouin. The animal possesses incomparable virtue as reverend of hardship and master of abstinence. Its strength and stamina apart a particular form of elegance has made it an enviable sire to breed superior horses everywhere in the world. Either directly or indirectly, the Arabian contributed to the formation of virtually all the modern breeds of light horse. As found in some critical studies, the qualities of the Arabian horses in foreign lands considerably vary. The characteristics of the Arabian horses in India differ from those bred in Syria, Mesopotamia and Persia. [Curr]

The Arabian is a symmetrical saddle-horse, not a racer – with a bright, alert outlook and great pride of bearing. Men who look only at their stop-watches may be disappointed; but not they who love to look on horses racing. [Daumas] As the people of Persia and Arabia didn’t like mares to go out of their countries, the horses traded were invariably stallions. Over centuries of similar trading – the earlier influx was in the Mughal era – it’s thought the native horses and ponies of India thus gained a lot of Persian and Arabian horse genes. In Bombay during the British era, Arab horse dealers set up stables for selling – most held 1,000 to 1,500 horses. [Lane]

 

ENGLISH HORSE
The East India Company in an endeavour to improve the native breeds of horses established a special department, called ‘Stud Department’ in 1794. Both for political and economic reasons, the Company desired India should produce the horses necessary to mount both British and native cavalry, and to horse the artillery. Colonel Hallen gave a list of thirteen country-breeds of Indian horses described as ” possessing good powers of endurance, and showing thereby blood, but generally wanting in size, and many too small for the work of the Indian Army, constituted as it now is ; though some of purely local breeds can be found fit for native cavalry.” [Gilbey}

After four decades the British raj abandoned the project, and set up the ‘Army Remount and Horse-Breeding Departments’ in 1876 to introduce the ‘Diffused System’ , which used the Thoroughbred sires and India mares treating the thirteen different Indian breeds of horse as one, all mares being classed as ‘country-bred mares’.  The animal got by the English thoroughbred “is, as a rule, handsome in top and outlines of back, hind quarters, and carriage of head and tail, but is often shallow in girth and back rib, light in barrel, and from 70 to 8o per cent, are leggy and deficient in bone of limb. Diseases of legs are more common among thoroughbred stock. It provided no means nor machinery whereby the result of using any given stallion on any given mare can he ascertained. Sir John Watson’s gravest objection is that because of the ‘Diffused System’ there does not now exist in India even an experimental stud in which the results of different crosses can be observed. [Glibey]

AUSTRALIAN HORSE
Horses first arrived in Australia in 1788, with the First Fleet of prisoners. Like the Arab and the Deccan pony, Waler owes his qualities to the conditions of life amid which he is bred and not on their stud-farms managed on English principles, but chiefly on the grasses which he can pick up for himself on Nature’s own bountiful bosom. Australian horse traders chiefly sold horses to India – where the Waler got its name picked from “New South Waler” – a horse from Australia. In India many famous men and regiments rode Walers – from the Viceroys and Rajah’s down, but pricey for common civilians, like Rudyard Kipling’s father John Kipling who always adored a Waler but could never afford to buy one. [Lane]

In 1836, the first Governor of Perth city, Admiral Sir James Stirling, received an anonymous letter from Calcutta enquiring about a spot in Albany that can combine good climate and port facility for the purpose of breeding and exporting quality horses for catering the needs of the British India cavalry. A decade after The Hobart Town Courier of 30 January 1845 reported export of horses from Australia to India for the first time. The ‘Waler’ horses were exported from Sydney to the Indian Presidencies. Australia was chosen as an alternative source not only for being the closest supplier but also because of its breed of healthy horse. Horse buyers from India representing the Remount service would attend horse sales in Adelaide. Kidman’s annual horse sales held at Kapunda attracted local and Indian Army horse buyers. In turn, there were South Australians who bought horses from overseas to breed their own stock with and so improve their horses’ speed. Some horse dealers like the Pathan tribesmen from the Quetta, in Pishin district, took their horses down the Ganges Valley, most likely as far as Calcutta, where they sold some horses to Australians.’

In the end, Australia became the principal supplier to the 39 regiments of Indian Cavalry and about 7 more of the British Cavalry, each consisting of 1000 horses. The over all demand was pretty high, indeed, even without taking into account the fact that ‘people did play polo, apart from just hacks’, and horse racing became popular recreation around 1810. [Westrip]

A pair of racehorces.By Shaikh Muhammad Amir of Karraya (1830-1850). Courtesy: Christie

HORSE MARKETING IN CALCUTTA
In Calcutta horse business initially started in Loll Bazaar- Cossaitollah locality then moved toward Dhurrumtollah where several horse liveries and stables grew to provide all round professional services. In Burraha Bazaar there is still having a locus called Pageya Patty, which might have been earlier a market sector for horse trading, as because the rare and homonymous Bengali word ‘pageya’ (পগেয়া) is used for a ‘breed of horse’ from a particular province’. [চৌধুরী]

The earliest livery stables, as recorded, were established adjacent to the celebrated 18th century tavern, Harmonica, by certain Mr. Meredith. The erstwhile Meredith’s Lane, which connected Bentinck Street with Chandney Choke Lane, derived its name from this Mr. Meredith’s Livery Stables. In Cossaitollah also was the shop of Mr. Oliphant ‘Coach-maker’, the rival of Messrs Steuart and Co., at Old Court House Corner. On Chitpore Road there existed a horse mart, few stables and coach-factories. With the southward expansion of the Calcutta township across Govindapore a number of new horse establishments clustered on Dhurrumtollah Street, to cater all kinds of horse related services and facilities to private and corporate clientele. The most known horse sellers and livary stable keepers among them were: TF Brown & Co. (Partner: Thomas Flitcher Brown), Cook & Co. (Partner: T. Greenhill), Hunter & Co (Partner: John Sherriff). Martin & Co. (Partner: J.P. Martin), and T. Smith & Co.  The Grand Hotel in Calcutta had a “Waler Corner” where Australian horse traders met; often after the horses were sold at the Army Remount Depot at Alipore. Some traders such as Jim Robb also stayed in Calcutta.

HORSE CULTURE IN CALCUTTA
Horse induces a sense of freedom from monotony – a sportive spirit to win the best at work and leisure. In Colonial Calcutta leisure and recreation became indispensable parts of the social and cultural life of Europeans and native aristocrats. [Mukherjee] Horses have had the primary role to play in the new form of recreation culture, such as hunting, playing polo, horse racing, fencing and pleasure riding.All these were being played in India since long. Yet it was the British who brought some characteristic changes into the games by introducing new sets of rules acceptable worldwide as standards. These reinvented games, however, were meant to be played exclusively by the ‘whites’. For long, natives were not allowed to approach playgrounds, the Respondentia Walk or the King’s Bench Walk on the riverside, the Eden Gardens, and select parts of the Maidan. Mountain Police patrolled the areas to protect the white people’s privilege, besides their regular duty of escorting shipments from river-ports to the safe location. In a changed environment of collaborative Anglo-Indian enterprise, native aristocrats started taking part in all masculine brands of outdoor games.

MOUNTED GAMES

Driving tiger out of a jungle; colored sketch by Thomas Williamson. Source: East India Vade Mecum. 1810

Hunting
Hunting wild beasts on horseback is an ancient frantic game that the Europeans much loved to play while in India. The practice of chasing and killing wild animals, what the food-gathering humans commonly did for their survival and defence, turned into a trigger-happy recreation for power loving civilized people. The oriental princes, British and European civilians and dignitaries were the ones most interested in the game locally known as shikar. There were wild habitats all over the country in every province. One of the most tiger-infested jungles, Sundarban was stretched up to Govindapore before the Fort William II constructed. They say, Warren Hastings had a luck to shoot a Royal Bengal tiger on the spot where the St. Paul Cathedral stands today. [Cotton] Chitah hunting at Barrackpore Park was a favourite sport for the Governors-Genral and Viceroys since Wellesley ’s time. King George V had shot no less than 39 tigers and 4 bears when he visited Nepal in 1911. After half a century, his granddaughter Queen Elizabeth when visited India, wished she had a live calf as bait in her tiger hunting expedition. The wish remained unfulfilled due to Mr. Nehru’s interference. An estimated 80,000 of tigers were killed from 1875–1925 and probably more till 1971 when hunting tigers was totally banned. In modern world the hunting has been redefined in terms of fishing, wildlife photography, birdwatching and the like sport items that do not threaten worldlife. [Dasgupta]

 

Polo
Polo, often referred to as ‘the game of kings’, was invented and played by the commoners of Manipore, where the world’s oldest polo-ground, Mapal Kangjeibung, still exists. From obscure beginnings in Manipore, the modern version of polo was developed and soon being played in the Maidan by two British soldiers, Captain Robert Stewart and Major General Joe Sherer.

They  established the Calcutta Polo Club in 1861, and later spread the game to their peers in England. The club runs the oldest and first ever Polo Trophy, the Ezra Cup (1880). The modern Polo has been necessarily a sport meant exclusively for wealthy people capable of meeting its fabulous expenses and extensive leisure time that the heads of the princely states, high ranked British military and administrative personnel. Prominent teams of the period included the chiefs of the princely states of Alwar, Bhopal, Bikaner, Jaipur, Hyderabad, Patiala, Jodhpur, Kishengarh and Kashmir. The majority of the Cavalry regiments of the British Army and the British Indian Army also fielded teams. The civil service bureaucrats to whom the sports and pastimes peculiar to the country are accessible ‘upon a scale of magnificence and affluence unknown to the English sportsman, who ranges the fields with his gun and a brace of pointers, and seeks no nobler game than the partridge or the hare’. [Cotton] The gorgeous game of polo attracted the fanciful young minds, irrespective of financial constraints, if any. Winston Churchill loved polo and played the game vigorously. Aga Khan the celebrated racehorse owner and equestrian found in young Churchill, then an officers of the Fourth Hussars stationed at Bangalore, an irrepressible, and promising polo player. In November 1896 Churchill’s team won a silver cup worth £60. [Langworth ] “Polo became a game that in many ways, did more than ambassadors to promote goodwill in the days a man was judged by his horse…” . [Lane]

 

Horse Racing
Horse racing, one of the oldest of all sports, developed from a primitive contest of speed or stamina between two horses. In the modern era, horse racing developed from a diversion of the leisure class into a huge public-entertainment business.

Calcutta being the first centre of British power in India commanding large cavalry regiments, all mounted sports such as hunting, polo and racing were encouraged to be played. Organized horse races were first held in India on 16 January 1769 at Akra, near Calcutta, where they were held on a rough, narrow, temporary course for the next three decades. Lord Wellesley, as soon he arrived India in 1798, stopped horse racing and all sorts of gambling. After a lull the Calcutta Races again commenced under the patronage of Lord Moira. In 1812 the Bengal Jockey Club laid out a new course in the southwest part of the Maidan. A viewing stand was built in 1820 to watch racing horses in the  cool of mornings just after sunrise.  The Calcutta Derby Stakes began in 1842, where maiden Arabs ran over 2.5 miles. Five years after the Calcutta Turf Club was founded on 20 February 1847.  In 1856 the Calcutta Derby was replaced by the Viceroy’s Cup. In 1880 public interest in racing grew when races started to be held in the afternoons, and new stands were built.

Racing becomes Calcutta’s biggest wintertime attraction, except during a Royal visit —”and then the Turf Club contrives to work the two things very much together. For months women have studied pictured lists from Piccadilly, searching for something to wear at the Races. New milliners’ signs adorn the city’s streets, as short lived as the flies, just for the Racing season. The Indian has unpacked his shawls of many colours only to sport it on the crowded course where the patterned shoulders work a mosaic that is hardly ever seen in a human picture.” Minney who visited Calcutta in early 1920s left a spectacular description of the city in sunny winter. “Gay and busy, it is a season that attracts a multitude from the world’s four comers. They come for the racing,, they come for frivolity, but they come primarily for the climate. … Calcutta would become the most coveted place in this sad globe, more cursed than blessed with climate.” [Minney]

Horse Riding
The horse is a partner and friend of humans for more than 5,000 years, and the art of horseback riding, or equestrianism, took most of it to be evolved, of necessity, with maximum understanding and a minimum of interference with the horse. In Colonial Calcutta, as the contemporary narratives reveal, riding was not a monopoly of the cavalry and the rich who rode for sport, as it was the case elsewhere till the 20th century. After Plassey, in the revived Calcutta society, horse riding was regarded as a valued social asset and symbol of prestige.

The opening of many new riding clubs and stables has made riding and horsemanship accessible to a much larger segment. Calcutta then was different in too many counts, but “nothing in which we differ more remarkably from them than in the distribution of our time”. In the early days of Calcutta, the midday dinner and the afternoon siesta were recognized institutions.  “The dinner hour here is two,” wrote Mrs Fay. In the days of Warren Hastings “reposing, if not of sleeping, after dinner is so general that the streets of Calcutta are, from four to five in the afternoon, almost as empty for Europeans as if it were midnight. Next come to the evening airings on the course, where everyone goes, though sure of being half-suffocated with dust.” [Cotton] The scene here in the evening was very lively ; soldiers exercising in the square; officers riding on horseback, or driving in gigs ; the band playing on the esplanade; groups promenading. [Bellow] About this garden, as well as the Maidan and Strand Road and to the south of the Eden Garden are the places to see and to be seen, because all the grand folks of Calcutta of an evening go on foot, or riding, or in beautiful barouches, broughams, phaetons, buggies, etc., drawn by beautiful horses. [Cesry]

Good riding and driving horses may be had from 400 to 600 rupees each, Arabs for a bit more.  On setting up housekeeping in Calcutta, or in the provinces, a new recruit in civil service earning Rupees 400 a month, must provide himself with bed, tables, chairs, cooking utensils, china, plate, table linen, a buggy, and buggy horse, and a riding-horse.  The buggy being kept then principally for business, visits, and day trips, the riding-horse is requisite for morning and evening exercise. [Roberts] During the days of Cornwallis, they used to get on horseback just as the dawn of day begins to appear, ride on the same road and the same distance, pass the whole forenoon. [Bagchi] The Eden sisters, particularly Emily, was extremely fond of riding horse wherever they go.  She found riding a foot’s pace cooler than the carriage. The air she felt coming more round one on horseback than in the carriage. She had a little pony-carriage with no head to it, and wicker sides, and extremely light, and that was much the coolest conveyance they had; besides that, she says “it will go in roads which will not admit of our carriage” [Eden] After nearly four decades, in a more liberal colonial climate we find Jyotindranath Tagore along with his young wife Kadambari Devi riding on their horses down Chitpore Road to the Eden Garden for an evening prom. [Sen]

The pleasure of horse riding has been an added attraction for the European settlers in Calcutta. Except the army horsemanship, ambling or easy walking on horseback was the most popular mode of riding – a slow, four-beat, rhythmic pace of distinct successive hoof beats in an order. Alternately it may be extended walk of long, unhurried strides. One needed to undergo a systematic training to execute precisely any of a wide range of maneuvers, from the simplest riding gaits to the most intricate and difficult airs. This was true for the British and Indian soldiers as well as the civilian men and women. The first Riding school was established in Calcutta as early as in 1790s followed by more in the next century to teach whoever interested irrespective of sex and age. The untold stories behind those early Riding Schools will be posted next.

 

REFERENCE

Bagchi, P. C. (1938). The Second city of the Empire. Calcutta: Indian Science Congress Assoc. Calcutta: Indian Science Congress.

Bellow, F. J. (1880). Memoirs of a griffin; or, A cadet’s first year in India. London: Allen. Retrieved from https://archive.org/details/memoirsagriffin00bellgoog/page/n5/mode/2up

Burckhardt, J. L. (1831). Notes of the Bedouine and Wahabees collected during his travel in the East;vol; vol.1(2). London: Bentley. Retrieved from https://archive.org/details/notesonbedouins00burcgoog/page/n6/mode/2up

Cesry, R. (1818). Indian Gods, sages and cities. Calcutta: Catholic Orphan Press. Retrieved from https://archive.org/details/in.ernet.dli.2015.128152

Chakravart, R. (1999). Early Medieval Bengal and the trade in horses: a note. No Title. Journal of the Economic and Social History of the Orient., 42(2). Retrieved from https://www.jstor.org/stable/3632335

Coomaraswamy, A. K. (1942). Horse-Riding in the Rgveda and Atharvaveda.No Title. Journal of the American Oriental Society. Vol. 62, No. 2 (Jun., 1942), Pp. 139-140. Retrieved from https://www.jstor.org/stable/594467

Cotton, E. (1909). Calcutta old and new: a historical and descriptive handbook of the city. Calcutta: Newman.

Curr, E. M. (1863). Pure saddle-horses, and how to breed them in Australia. Melbourne: Wilson and Mackinnon. Retrieved from https://archive.org/details/puresaddlehorses01curr/page/n6/mode/2up

Dasgupta, R. R. (n.d.). Killing for sport: To live, we Indians need to let live too. Retrieved from https://economictimes.indiatimes.com/blogs/SilkStalkings/killing-for-sport-to-live-we-indians-need-to-let-live-too/

Daumas, E. (1863). Horses of the Sahara, and the manners of the desert. London: Allen. Retrieved from https://archive.org/details/horsesofsahara00daum/page/n7/mode/2up

Eden, E. (1872). Letters from India; vol.1. London: Bentley. Retrieved from https://digital.library.upenn.edu/women/eden/letters/letters.html

Gilbey, W. (1906). Horse breeding in England and India and army horses abroad. London: Vinton.

Jaccob, J. (1858). The Views and opinions of Brigadier-General John Jaccob. CB; (C. L. Pelly, Ed.). London: Smith & Elder. Retrieved from https://books.google.co.ao/books?id=mn9CAAAAIAAJ&printsec=frontcover&hl=pt-PT&source=gbs_ge_summary_r&cad=0#v=onepage&q&f=false

Khan., I. A. (1984). The Import of Persian horses in India 13-17th centuries. In Proceedings of the Indian History Congress. (pp. 346–351). Retrieved from https://www.jstor.org/stable/i40173319

Lane, J. (2016). Buying Walers. Retrieved from https://walers.blogspot.com/2016/07/buying-walers-australian-horse-traders.html

Langworth, B. F. (n.d.). Churchill and Polo: The Hot Pursuit of His Favorite Team Sport, Part 1. Retrieved from https://winstonchurchill.hillsdale.edu/polo-churchills-favorite-team-sport/

Minney, R. (1922). Round about Calcutta. Calcutta: OUP. Retrieved from http://archive.org/details/roundaboutcalcut00minnrich

Mukherjee, S. (2011). Leisure and recreation in colonial Bengal: A sociocultural study. In IHC: Proceedings, 71st Session, 2010-11. Retrieved from https://www.jstor.org/stable/44147545?seq=1

Roberts, E. (1839). The East India voyager, or, Ten minutes advice to the outward boun. London: Madden. Retrieved from https://trove.nla.gov.au/work/193246575?q&versionId=211570278

Sen, A. P. (1993). Hindu Revivalism in Bengal, 1872–1905: Some Essays in Interpretation. New Delhi: OUP. Retrieved from https://books.google.com.au/books?id=ZCwpDwAAQBAJ&pg=PT47&lpg=PT47&dq=jyotirindranath+maidan+horse&source=bl&ots=mpVG5W2xkS&sig=ACfU3U30J0X-sa2ToOMLn1AjgzWARWVcaA&hl=en&sa=X&ved=2ahUKEwjwkJOUrajoAhVaeX0KHYMGCRsQ6AEwAHoECAkQAQ#v=onepage&q=jyotirindranath m

Westrip, Joyce P, and P. H. (2010). Colonial Cousins: A Surprising History of Connections Between India and Australia. Kent Town: Wakefield. Retrieved from https://books.google.co.in/books?id=ALbaCwe6VHkC&pg=PR4&lpg=PR4&dq=A+surprising+history+of+connections+between+India+and+Australia+by+Joyce+Westrip+and+Peggy+Holroyde&source=bl&ots=zzor8RrxQ1&sig=ACfU3U1NylPfKTO2iTXbYFNByhjgvS-0zQ&hl=en&sa=X&ved=2ahUKEwjspeP3yILnAhXs73MBHUpTCMw4ChDoATAFegQICBAB#v=onepage&q=horse&f=false

চৌধুরী, প্রমথ. (1914). চুটকি। প্রবন্ধ সংগ্রহ

https://bn.wikisource.org/wiki/%E0%A6%AA%E0%A6%BE%E0%A6%A4%E0%A6%BE:%E0%A6%AA%E0%A7%8D%E0%A6%B0%E0%A6%AC%E0%A6%A8%E0%A7%8D%E0%A6%A7_%E0%A6%B8%E0%A6%82%E0%A6%97%E0%A7%8D%E0%A6%B0%E0%A6%B9_-_%E0%A6%AA%E0%A7%8D%E0%A6%B0%E0%A6%AE%E0%A6%A5_%E0%A6%9A%E0%A7%8C%E0%A6%A7%E0%A7%81%E0%A6%B0%E0%A7%80.pdf/%E0%A7%A7%E0%A7%A6%E0%A7%AA

 

 

 

 

 

 

 

Howrah Railway Junction Station, Howrah, 1854 –

হাওড়া রেল ইস্টিসন, হাওড়া, ১৮৫৪
Howrah railway station is the oldest and the largest railway complex in India. The station owned by the East Indian Railway (EIR) formed in January 1847 by merging the East India Railway Company and the Great Western Bengal Railway Company (GWBRC) into one. See GWBRC and Dwarkanath Tagore

Railway--EIR-HQ-14TheatreRdCalcutta-before1879
EIR HQ, prior to 1879 14, Theater Road, Calcutta.

On 17th August,1849, the Court of Directors of East India Company signed an agreement with EIR for construction of a short experimental line from Calcutta to Burdwan, originally proposed by the Company in 1845. The East Indian Railway Company’s Managing Director Macdonald Stephenson, George Turnbull, the company’s Chief Engineer, and the engineer Slater made on 7 May 1850 an initial survey from Howrah (across the River Hooghly from Calcutta) to Burdwan on the route to the Raniganj coalfields. Accordingly, the first train of EI Railway started its historic ‘zero mile’ journey in August 1854 from the very place where the Howrah Station stands now.

“The train flagged off full to its capacity from Howrah to Hooghly a distance of 24 miles. 3000 applications were received for the first ride, but only a few could be accommodated. The train having three first Class, two second class and three “trucks” for the third class passengers, a brake-van for the Guard all constructed in Calcutta,  left Howrah at 8:30 A.M. and reached Hooghly after 91 minutes. During the first 16 weeks, the company carried 109,634 passengers: 83,118 third class, 21,005 second class and 5511 first class. See Grace’s Guide  ”That day onward, the EIR ran a regular service, morning and evening, between Howrah and Hugli with stops at Bali, Serampore and Chandernagar. The fare ranged from Rs.3 by first class to 7 annas by third class.

The above photograph of first locomotive, christened “Multum in Parvo” (Latin, “much in little”), shown on the right and manufactured in England, which was used by the East Indian Railway Company in 1854 on its first line from Howrah to Hooghly, a distance of 24 miles. The locomotive on the left is the latest model of 1897, the year this picture was taken in the Jamalpur Railway Workshop, Eastern India. (Image source: Elgin Collection. British Library)

Initial plans for the first Howrah station were submitted by George Turnbull the Chief Engineer of the East Indian Railway Company on 17 June 1851. The government authorities, however, were not too keen to acquire as much land as the Railway Company required, taking into account the enormous anticipated growth rate of the proposed rail station. In May 1852 Turnbull resubmitted his station plans complete with details – a major work of him and his team of engineers. In October four tenders were received varying from 190,000 to 274,526 INR against an estimate of Rs 250,000.

HowrahOrhanage-locationOfPresentHowrahStation

Before EIR took possession of the land, Portuguese Missionaries of Dominican Sect had an orphanage there and a small church by its side. The orphanage was shifted to Calcutta when the Company moved in and made a make-shift arrangement installing few tin sheds to facilitate maintenance work, and train formation yard before train running. The rest of the empty space on northern side was utilized in storage of materials. Subsequently this became the stores depot of East Indian Railway. See Vibrant Edifice

eir-TicketCounter-Armanighat
EIR Ticket Counter. Armenian Ghat

There was no landing ghat on the Howrah side. Railway passengers had to go to Armenian ghat on the eastern riverbank to buy tickets from its booking counter. They “had to jostle their way through the ‘exciting’ crowd to the ‘Booking Window’ that issued tickets to all classes of passengers”.The train tickets included the fare of crossing the river to arrive at the provisional rail platform consisting of a tin shed. The scenario prevailed till the Howrah pontoon bridge was ready to replace the ferry service to Howrah station in 1886. See : The saga of Howrah Station. See Vibrant Edifice

As we understand from IRFCA source, there was no official image available with them to suggest what was ’the shape of the station shed before it was demolished to give place to the new station building’. The only visual document on their hand was a ‘Photograph’ of Howrah station printed in ‘The Steam Engine and the East Indian Railway‘ – the first ever historical work on E.I.R. by Kalidas Moitra, published in 1855.

The indistinct print, however, leaves open a possibility of its being a hand-drawn illustration, instead of a photograph, of the model of the first Howrah Station. This view can be well supported by a recently unearthed photograph entitled ‘Railway station near Calcutta’ captured in 1895 by American photographer, William Henry Jackson (1843-1942), for the World Transportation Commission. The photograph is featured here at the top.

There has been another vintage photograph that provides a clear view of the old station building. Unfortunately no date and relative details of the photograph are available for further investigation. Courtesy: National Rail Museum Archive:

So far we know that the old Howrah Station building was a spacious columnar structure, which was demolished later during the construction of the new station building. Initially it was a modest structure of red brick with corrugated Iron sheet roof and one platform. Another platform was added in 1865 for arrival departure of trains separately. The third platform was provided in 1895. These were not very long as sometimes as many as 5 coaches extended beyond platform. The coaches were only four wheelers. 8 wheeler coaches were introduced only in 1903. From this description provided in EIR source it appears that the first station building had been constructed not at one go but gradually by phases, and that is why specific dates of foundation, inauguration, or demolition of the old and new buildings have been found so rarely and often overlapping in historical records. See Vibrant Edifice

Due to a great increase of traffic, a new station building was proposed in 1901. The new station was designed by the British architect Halsey Ricardo. Construction begins in 1905 on a new, larger Howrah Terminus station with six platforms and provision for four more, to replace the older Howrah station in use from 1854, and inaugurated in 1906. See: Chronology of railways in India

HowrahStation-inItsFirstYr

The following lines picked up from a recent review of Calcutta’s past may neatly recap the story told here.

“Calcutta’s growth as a major railway junction continued. The East India Railway ran from Howrah all the way to the outskirts of Delhi in the North. The Bengal Nagpur Railway ran from Howrah to Nagpur in Central India, from where the Great Indian Peninsula Railway continued to Bombay. The East Bengal Railway’s line ran from Sealdah, then in the outskirts of Calcutta to the tea gardens of Assam and Northern Bengal. The Grand Trunk Road was built to replace the road built by Sultan Sher Shah Suri of Delhi in the sixteenth century, and now ran from Howrah to Peshawar in the Hindukush mountains. As it had been true for Rome in an earlier age, all roads now led to Calcutta”. See Rule Britannia

Great Western of Bengal Railway Company, Calcutta, 1845-1847

Railway-BurdwanStn1855
বৃহৎ পশ্চিমাঞ্চলিক বঙ্গ রেল কম্পানি, কলকাতা, ১৮৪৫-৪৭

The story began with Dwarkanath Tagore’s first exposure to railway in Naples on his way to England in January 1842. He wrote home, ‘Think what my sensation when it passed near my carriage’. Soon after he had several occasions to enjoy ‘the greatest wonders of England’ – the train ride. He could well imagine the enormous commercial potential of railway transport in a resource-rich country like Bengal for movement of goods, and passengers as well. Dwarkanath came back loaded with freshly gained experiences and ideas for exploring new industrial ventures. The railway was surely one of those. Dwarkanath landed in December 1842. He had a plan to go back to England next October, but was destined to postpone it until March 1845. See: Partner in Empire

Dwarkanath-Frederick RSay-x
Dwarkanath Tagore by F.R. Say. 1842

Dwarkanath revisited England in March 1845 with intention to secure permission of the Court of Directors of the East India Company to start construction of railroad from Calcutta to the coalfields above Burdwan. On April 14 he arranged to register a company, named ‘Calcutta and Ganges Grand Junction Railway Company’, with the objectives of making and maintaining a line from Calcutta to Rajmahal. Afterwards, on the suggestions of several parties familiar with the location in India, it was considered advisable to extend the line to some point on the Ganges further up towards the north-west, and decided on extending the line to Patna. Incorporating this addition to the former project Dwarkanath registered his company on the 23d of April, 1845 with a new name ‘Great Western of Bengal Railway Company.’ Dwarkanath “consented to act as trustee to the company in India, and his firm,Carr Tagore and Co., created in 1834, was appointed as the agents of the new company in Calcutta.

Dwarkanath tried his best to make a deal with the East India Railway Company, lately incorporated in England under the leadership of Rowland McDonald Stephenson, but never succeeded. Interestingly, ‘Tagore was the man Stephenson came into contact with’ on his arrival in Calcutta in 1843. They had common interests and ‘both dreamed big.’ Stephenson in 1844 wrote a smart persuasive article on the prospect of railways in The Englishman, a paper that Tagore owned that time.

by Camille Silvy, albumen print, 6 March 1861
Rowland Stephenson by Camille Silvy, 1861

“He spoke in terms of trade as well as social uplift, and often quoted views of native merchants such as Tagore, Mutty Lal Seal and others who welcomed railways.” He simultaneously published reports of other railway companies that brought the subject alive and familiarized it to the local and British readers.” See: Two men and a railway line

Dwarkanath’s primary motive was to secure permission to initiate construction of the line by proposing to raise one-third of the capital required for a railway from Calcutta northwest to the coalfields above Burdwan. He faced there greatest opposition from Stephenson, the Chief of the East Indian Railway Company. Stephenson wanted the line to begin from a point 20 miles above Calcutta, where the line would cross the river Hughli. This line would go straight onto Benares, and subsequent later lines would develop towards Delhi and Agra. The Court of Directors of East India Company preferred to guard the interest of the British company, and had reservations ‘to permit a company under native management – to construct such an important railway line’. The Court sanctioned the circuitous route along the Ganga as Stephenson proposed.

Within few months, Dwarkanath Tagore died ‘at the peak of his fortune’ luckless, on the evening of Saturday August 1, 1846. With him died the prospect of his railway enterprise. The Great Western of Bengal Railway Company met for the last time on March 20, 1847 and approved dissolution of the company.

Subsequently on the 15th of April 1847, a proposal was initiated for amalgamation between ‘East Indian Railway Company’ and Dwarkanth’s ‘Great Western of Bengal Railway Company’. Toward the end of that year the two companies merged into a new company under the banner of ‘East Indian Railway’ (EIR) with Rowland Stephenson as its founder MD.

Small locomotive used to draw cane cars 2 ft. gauge, India
Small locomotive 2 ft. gauge

Two years after Dwarkanath died, the Court of Directors of East India Company on recommendation of Lord Dalhousie the then Governor General of India, finally signed an agreement on 17th August,1849 with EIR for construction of a short experimental line from Calcutta to Burdwan. See: History of Indian Railway

This sanction may be reckoned as a belated tribute to the departed soul who breathed his last with dream unfulfilled.

Armenian Ghat, Calcutta, 1734

BathingGha-t-fromFrederickPelitiWebsite

আর্মানি ঘাট, কলকাতা, ১৭৩৪

Armenian Ghat was built in 1734 by Manvel Hazaar Maliyan, a celebrated Calcutta trader of Armenian origin. This elegant ferry ghat was just one of the many contributions made by the benevolent Armenian toward developing Calcutta’s infrastructure and sociocultural rapport. Hazaar Maliyan, better known in Calcutta society as Huzoorimal – an westernized version of the conventional form of his Armenian name. Armenians were involved in spice to jewelry trade, and this river pier was built specifically to tackle the docking of the merchants of the town.

The Armenian Ghat, locally called Armani ghat, stood on the Hooghly river bank with its gracefully designed cast iron structure. The Ghat was situated on river edge besides the Mallick Bazaar flower market adjacent to the old Howrah Bridge. As in other ghats on the holy river, people used to come here also to take bath, and devotees to worship.

EIR[booingCounter-Armanighat
A cropped image from a panoramic photograph of river ghats, by Bourne and Shepherd, c.1880’s. See
It also facilitated running of some well-liked public transport services conducted by the EIR company. From 15th August 1854, the company(EIR) ran a regular service, morning an evening, between Howrah and Hugli with stops at Bali, Serampore and Chandernagar. The fare ranged from Rs.3 by first class to 7 annas by third class. The main booking office was at Armenian Ghat, and the fare covered the ferry to the station on the opposite bank. Besids the passanger ferry services, The Cachar Sunderbund dispatch steamers are berthed at Armenian Ghat, while the Assam Sunderbund vessels work from Jagarnath Ghat.

During 1854 – 1874, the Eastern Railways had their Calcutta Station, and Ticket Reservation Room in Armenian Ghat. From this counter the passengers had to buy train tickets and then cross the Ganges on Railway owned steamers/ launches to board their train from platform at Howrah.  This arrangement continued until the construction of Howrah Pantoon Bridge was complete in 1874.

Cropped view of ‘Old Court House Street, Calcutta’, by Bourne and Shepherd, c.1880’s. See full view

Armenian Ghat turned into a demanding spot for the Calcutta commuters, and it helped them when the Tramway Company introduced in February 1873 their trial service to run a 2.4-mile (3.9 km) horse-drawn tramway service between Sealdah and Armenian Ghat Street on trial. After a short break the Company, registered as Calcutta Tramway Co. Ltd, laid anew Metre-gauge horse-drawn tram tracks from Sealdah to Armenian Ghat via Bowbazar Street, Dalhousie Square and Strand Road. The service discontinued in 1902.

The Armenian Ghat, one of the prime heritage sites of the city is now lost to oblivion and the eyeful marina is replaced by an unimaginable open-air gym.

The Photograph of the Armenian Ghat featured at the top was taken by Chevalier Federico Peliti, the famous Italian hotelier and restaurateur of Calcutta who happened to be an excellent amateur photographer. Date unknown.

 

See
ARMENIAN GHAT PAVILION: AN UPDATE OF 28 MAY 2015 POST

Sealdah Railway Station, Sealdah, Calcutta, 1869

sealdah_main_station
শেয়ালদা রেল স্টেশন, শেয়ালদা, কলকাতা, ১৮৬৯
Eastern Bengal Railway Company was registered in 1857 to establish railroad connection between Calcutta and Eastern part of undivided Bengal beyond Ganges(Padma) . First section was completed in January 1962 from Calcutta to Champahati. By May 1862 this extended to Port Canning. Ranaghat was connected in September 1862. Initially the the company was known as  Eastern Bengal Guaranteed Railway and ran its trains on guaranteed lines.  The guaranteed lines were constructed by companies formed in England, who raised their capital from their own shareholders under a guaranteed interest of 5 per cent, from the Government of India
The original Main Station at Sealdah, designed by Mr. Walter Glanville was built in 1869. This was the main station. Subsequently as Calcutta spread, large areas south of the became suburbanised and it became necessary to provide these new areas with railway communication. The lines radiating to Diamond Harbour (once the main port) , Laksmikantapur, Canning and Budge Budge were known as south section. Interestingly this part of Sealdah station was built close to the main station but at right angles to the main station. Due to the same reasons for growing traffic to and from northern suburban areas another new North Sealdah station was built adjacent to main station.
The photograph was published as 1900’s post card, exact year and oth er detail unknown.

East Indian Railway, Fairlie Place, Calcutta, c1925

EastIndianRailways,FairlyPlaceOLD
পূর্ব ভারতীয় রেল কোম্পানি, ফেয়া্রলি প্লেস, কলকাতা, ১৯২৫
Prince Dwarkanath Tagore, a rich businessman in the 40s of 19th. Century, owned quite a number of collieries in Raniganj and Rajmahal area. Dwarkanath visited England in January 1842 when he had a ride on a train. He could visualize railways role in facilitating faster movement of goods and passenger.
Back from England in January 1843, he formed a company called “Great Western Bengal Railway Company” with the aim of transporting coal from his Raniganj colliery, and thereby the seed of railway was sown in Bengal. In the mean time Mr. McDonald Stephenson had already floated shares for East India Railway Company incorporated in England. Dwarkanath wanted a railway line to his collieries and proposed to raise one third of the capital for this portion of the line.  When Dwarkanath revisited England in 1845 to negotiate with the Company bosses, he faced bitter opposition and the Company disagreed to permit a company under “native management” to construct such an important railway line. Dwarkanath came back to India with a broken heart and died on 1st August 1845. Immediately after his death the Carr Tagore and Company went into liquidation. Dwarkanath had already spent a large sum on his railway project. After his death the “East Indian Railway Company” and Dwarkanth’s ” Great Western Bengal Railway Company” merged into one and in January 1847. The new Company was named ” East Indian Railway” or “E.I.R.” as popularly known afterwards. Dwarkanth’s dream of connecting Raniganj to Howrah by rail came true after 10 years of his death in 1855. In May,1855, the East Indian Railway Co. was founded. The managing director of this company Mr. R. McDonald Stephenson,  the founder of the East Indian railway.
The present building Eastern Railway Head Office at Fairlie place was not so big and was having a different look. The picture here shows after being taken over by E.I.R. in 1879,the building was remodeled The exact date of the picture is not available probably some time in 1925. The history of the building says it was initially this place where the old Fort William was situated just by the side of the Hooghly. and Siraj-ud-ulla conquered this Fort and many English “fighters” were killed in the war. Prior to being occupied by E.I.R. this building housed Indian National Museum, Calcutta temporarily for about two years. Photo courtesy- CWM-Liluah See