14. VIKRAMA

Introduction

Wish to know more about Nizam State Railway of Asif Jahi Dynasty and my association in life with it?
Yes read this Page 14 on my life with Nizam State Railway.

Year 1943

CONTENTS


Introduction (message from me)                    Page 1
Contents               Page 2
Nizam State Railway                                             Page 3
My Association with the Railways                   Page 4-6
Long Distance Trains                                           Page 6-7
Other Railways in the Country                         Page 7

Nizam State Railway

During 1940s India was under British Rule governed by the King of England. Locally in India the Head of State was Vice Roy. But in Hyderabad it was ruled by Nizam of Hyderabad. Nizam were Mogul kings of Asfi Jahi Dynasty. The Nizam at that time was seventh in their generation. The Nizam were independent kings. They had their own administration, postal, customs, currency, railways, road transport etc.

British Government was constructing Railways in India. The Nizam requested the British Government to construct Railway Lines for his state also.  Thus the Railways were constructed during the years 1890 to 1903. The Railways were called as Nizam Guaranteed State Railway (NGSR) Bus transported was also added to this as late as 1932 and it was called as NSRRTD (Nizam State Railways & Road Transport Department.

Secunderabad Railway station had both Broad Gauge and Metre Gauge systems. Broad Gauge lines going up to Bezwada on east and Wadi on the west.

Metre Gauge was from Secunderabad to Dronachalam on south and Manmad on the North. The trains were hauled by steam locomotives imported from England. There were different types of steam locomotives to haul local trains, passenger trains and goods trains. The steam locomotives were numbered and manned by a set of personnel assigned permanently. The set was a driver, oilmen and a coal man. As a student I was using these trains for commuting to my high school, college and university observed there were 7 steam engines numbered and 97 to 103 on the broad gauge.  The set of crew was not changes unless warranted by sickness or leave. I still remember the engine no 103 driver was Bapooji. These engines used for passenger trains from Secunderabad to Bezwada, to wadi and to. Kazipet was a big junction facilitating long distance trains from Madras to Delhi.

My Association with the Railways

We were in Begumpet house from 1949 onwards and I used to travel by these trains for my school. I will travel from Husain Sagar Junction to Secunderabad and return in the evening. The passenger train from wadi comes to Begumpet in the morning goes to Hyderabad and returns to Secunderabad via Husain Sagar Junction. We board the train at Husain Sagar junction. There were several other students and office going people using these trains. The Train after reaching Secunderabad further goes to Bezwada. Here at Secunderabad the complete staffs are changed. The engine is changed with a different crew. The new engine is pre filled with adequate water and coal at Lalaguda loco shed.

Metre Gauge platforms                                       Broad Gauge Platforms

Secunderabad                                                      Secunderabad

Similarly in the evening when we return from school the train from Bezwada which started there in the morning will reach Secunderabad at 4:50 pm. The staff, engine are changed here for it to proceed to Wadi. I would have come from school and was waiting. I watch these operations of change of engine its crew the name of Driver etc. The train departs at 5.05 pm goes to Hyderabad via Husain Sagar Junction. In ten minutes it reaches Husain Sagar junction we get down and go home by walk. This continued from 1949 to 1952 when I was studying in Mahbub College Secunderabad. From Secunderabad Railway Station to Mahbub College on Kingsway, I go by walk and return in the evening by walk.

I used these passenger trains when I attended College for Intermediate at Nizam College on Abid Road. The college was near Fateh Maidan. I board the train from Begumpet and go to Nampally railway station.

From there walk to Fateh Maidan through Baugh- e- am (Public Garden). In the evening come to Nampally railway station and board the train to Begumpet. This was for the period 1952 to 1954.

The third assignment was from 1954 to 1956. I joined B.Sc degree course in Osmania University Department of science with Physics as main subject followed by chemistry and Mathematics as other subjects apart from Languages.

Here I go by train to Secunderabad in the morning. Change to local Metre gauge train to Falaknuma. Get down at Arts College Halt and walk to Osmania University Arts College. Spend about 30 minutes in its library and t 10 is attending classes at Physic block in university. In the evening the routine follows walk up to Arts college Halt board local train to Secunderabad. Changes to passenger train on Broad gauge go to Husain Sagar and from there to home by walk.

The local trains were having small engines compared to Passenger Trains. Secunderabad Railway Station had 7 platforms. Three were for Broad Gauge Trains, Two for Metre Gauge Passenger Trains and Two exclusively for local or suburban Trains. When I come from Husain Sagar to Secunderabad to go to Falaknuma train I have to change the platform by using foot over bridge. The platforms for Local trains were 6 and 7 where as for passenger trains 4 and 5. Platform numbers 1, 2 and 3 for Broad Gauge trains.

After 1956 I joined civil engineer degree course in Osmania University College of Engineering at Jamai Osmania. My father got me a brand new Robin Hood cycle 22 in size to commute to my college. It was costing Rs 120. It was purchased from his friend’s shop who agreed to give us an instalment of Rs 12 per month. I was a proud owner of new Robin Hood cycle to commute. I was travelling from Begumpet via Raniganj, Kavadiguda, masheerabad, Ramnagar cheruvu (tank) and to Jamai Osmania in 35 minutes time. College starts at 9 am and i start from home at 8.25 am. On my return the same route to home. This I continued from 1956 to 1959 when i completed my degree as it was then a 3 year degree course.

Railway travel was economical and lowest prices compared to bus transport. More over for students we were given 50 percent concession. I remember those days monthly, Quarterly and half yearly passes were given. Half yearly passes were with a discount compared to monthly passes. From Husain Sagar Junction to Secunderabad it was costing just Rs 6 for a six month pass for me. If it is child below 12 years it will cost Rs 3 for full six months. My Father preferred six month passes.

Long Distance Trains

From Secunderabad there were no direct trains to Delhi, Bombay or Madras or Calcutta. The passenger train from Secunderabad carry two coaches meant for Bombay up to Wadi. At Wadi, the Madras Bombay express arrives; the coaches meant for Bombay are attached to Madras Bombay express. The train proceeds to Bombay VT.

Similarly in the return direction two coaches are hauled by Bombay Madras express meant for Secunderabad. These coaches are detached at Wadi and attached to Passenger train going to Secunderabad.

Similar arrangements were there for New Delhi and Madras. A link express would go from Hyderabad carrying two coaches for Madras and two for New Delhi. At Kazipet junction the New Delhi Madras Grand Trunk express come in the mid night. Two coaches meant for Madras are attached to this train. The two coaches which have come from New Delhi meant for Hyderabad are detached.

Next a train from Madras to New Delhi Grand Trunk express comes from Madras at Kazipet junction in the middle of night. Two coaches which have come from Madras are detached and two coaches meant for New Delhi are attached. These trains were known as Grand Trunk Express trains. Even today these Grand Trunk Express Trains are running except that they are now hauled by electric traction instead of steam engines.

For people going to Calcutta there were no direct coach facility. People travel up to Bezwada and get down there. They catch another Train coming from Madras going to Howrah.

Later on these two coaches were changed to one first class and other third class. There were no reservations in trains. We could purchase the ticket and board the train.

There was a city booking office at James Street Railway Station. We can also purchase the tickets here. Even for the next day trains, tickets were also issued.

So in those days it was a problem for long distance passengers and had to change trains at odd hours. Today in 2014 there are trains much faster, more amenities, comfortable, with pantry cars to every important place in India running on Electric or Diesel traction. The steam engines have been abandoned.

Other Railways in the Country

Apart from Nizam State Railway there were other Railways in India. Some of them were Greatest India peninsula Railway (GIPR) with HQ at Bombay, Bengal Nagpur Railway (BNR) with HQ at Nagpur, Bombay Baroda & Central India Railway (BB&CI) with HQ at Bombay, Northern Railway (NR) with HQ at New Delhi, Madras and Southern Maratha Railway (M&SM) with HQ at Madras, Eastern Railway (ECR) with HQ at Calcutta, North East Frontier Railway (NEFR) with HQ at Lucknow. All these Railways after India became Independence in 1947, were amalgamated and divided into Zonal Railways in 1950. Consequently Hyderabad did not have a separate Railway zone but under Central Railway Zone.

I had a great fancy and attraction for Railways. I keep on scrolling the Railway Time Tables imagining a journey to remote places and how i go in different station. I knew by heart the train numbers of all important trains in India. I also calculate the costs by seeing the distances and the fare tables. The different classes for travel were First, Second and Third

Class. We used Third class always. Never had an opportunity to travel other classes till later part of life.

Concept: Krishna Rao Khanapur

Graphics Support: Manu Konnur