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| − | The '''Thal Ghat Railway Incline''' section through the Western Ghats was a major challenge to extend the north-eastern mainline of the [[Great Indian Peninsula Railway]](GIPR) towards [[Jubbulpore]]. The section finally opened in 1865.
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| − | ==Background==
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| − | The GIPR mainline from [[Callian]] (later named [[Kalyan]]) to [[Kasara]] had opened in 1861 <ref>[http://www.gracesguide.co.uk/Great_Indian_Peninsula_Railway Graces Guide "Great Indian Peninsula Railway - 1865"]; Retrieved 1 Jul 2016</ref>, it covering a length of 42 miles/68 km) and rising to an altitude of 948 feet/289 m) above sea level at [[Kasara]].
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| − | The next section to cross the Thal Ghat from [[Kasara]] to [[Igatpuri]] was 9.5 miles/15 km) and within that distance the had to rise to 1,918 feet/585 m); the gradient in the section being 1:37 <ref name=name>[http://mikes.railhistory.railfan.net/r019.html Mike's Rail History "Hill Lines of India - Construction and Operation of Some Steeply Graded Routes"]; Retrieved 1 Jul 2016</ref>. The line negotiates this steep incline with the help of curves. This section required the construction of a number of bridges, the [[Ehagaon Viaduct]] and tunnels.
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| − | The objective was to take the GIPR mainline to [[Jubbulpore]] to link to the [[East Indian Railway]]. This was acheived in 1870 with the inaugeration of the [[Alfred Viaduct]].
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| − | The GIPR Chief Engineer [[James John Berkeley]]'s proposal was to form a grand trunk communication by the north-eastern mainline between [[Bombay]] and [[Calcutta]], and the north-west <ref>[http://www.irfca.org/articles/eminent-railwaymen.html#berkeley “Eminent Railwaymen of Yesteryears” by R R Bhandari July 2008, reproduced by IRFCA ''Indian Railways Fan Club''] Retrieved on 1 Jul 2016</ref>, he also propsed a south-eastern line between [[Bombay]] and [[Madras]], including also an important line to [[Nagpore]].
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| − | '''Spelling'''
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| − | *'''Thal Ghat''' is the spelling used in “The Imperial Gazetteer of India”<ref>[http://dsal.uchicago.edu/reference/gazetteer/pager.html?objectid=DS405.1.I34_V03_431.gif “The Imperial Gazetteer of India,1909” ]; Retrieved on 14 Apr 2016</ref>, 1909 which we use as the definitive spelling. It is also used as the primary spelling in Wikipedia<ref>[https://en.wikipedia.org/wiki/Kasara_ghat Wikipedia “Kasara Ghat ” ]; Retrieved on 14 Apr 2016</ref> along with the modern name Kasara Ghat as the mountain incline or slope near the town of Kasara in Maharashtra.
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| − | *'''Thull Ghat''' is the name used in the [[India Office Records]] 1853-56 documents, “Grace’s Guide” and in books of the time of construction.
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| − | *'''Thul Ghat''' is used in one IOR record and occasionally in other references. The variant '''Thul Ghaut''' is used in the [[James John Berkeley]], GIPR Chief Engineer's 1860 Paper on the construction <ref name=Berkley>[http://books.google.com/books?id=a5MEAAAAMAAJ&printsec=frontcover&dq=bombay+mechanics&hl=en&ei=8FUcTMGmHqC0nAeWxImdDg&sa=X&oi=book_result&ct=result&resnum=1&ved=0CCwQ6AEwAA#v=onepage&q&f=false Google Books "Paper on the (GIPR) Thul Ghaut Railway" incline by James John Berkley: GIPR Chief Engineer, Bombay, 1860.] Retrieved on 1 Jul 2016</ref>.
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| − | ==History==
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| − | Based on the "Paper on the (GIPR) Thul Ghaut Railway Incline" delivered to the Bombay Mechancs Institution in December 1891 by the GIPR Chief Engineer [[James John Berkeley]] <ref name=Berkley/> page numbers thus #p.
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| − | *1851, Berkley first inspected the Thal Ghat 'to determine what extent of survey would be required. #p.11
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| − | *1852, initial survey to 'obtain a practical line' undertaken. #p.13-14
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| − | *1853-56, a series of surveys and propsals were put forward, see 'Records' below
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| − | *1856 Jan, the Thal Ghat section was sanctioned by the Indian government. #p.20.
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| − | *1857 Aug, Contract let to [[Messrs Wythes and Jackson]] 'in the meantime we ''(GIPR engineers)'' had been staking out the incline'. #p.20
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| − | *The route of the incline is fully described, together with gradients, location of the 13 tunnels (aggregate length 2652 yards/2425m; 6 viaducts, including the [[Ehagaon Viaduct]]; cuttings; embankments; 15 bridges and culverts, #p.22-23 and the Reversing Station. #p.27-28
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| − | ==Personnel==
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| − | The following from the Engineering Department of the GIPR are mentioned 'who have taken part in our operations' #p.28 ''Note - just the surname is given in the text; we have added the full name where we have been able to identify the engineer.''
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| − | *[[Charles Buchanan Ker]], [[Robert W Graham]], Darke, W J Wright ''(deceased)'', Inglis, Sanderson, Butt, Gale, Winteringham, Dickenson, A A West, Tate, F A Hawkins, Teasdale, Dangerfield, O'Brien, Cameron, Thompson and Pocock.
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| − | *Consulting Engineers, London - [[Robert Stevenson]] 'who created the large professional establishment by which our works are accomplished .. with the able aid of his partner George Berkley, our current Consulting Engineer who adopted and procured those vast supplies of mechanical appliances which the British Islands have contributed' #p.29
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| − | ==Realighnment 1916==
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| − | The 1916 report states<ref>[http://dspace.gipe.ac.in/xmlui/bitstream/handle/10973/18185/GIPE-015962.pdf?sequence=3&isAllowed=y “Administration Report on the Railways in India 1916” page 19]; Retrieved 14 Apr 2016</ref>
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| − | “The Thal Ghat realigned section was brought into use on the 2nd January 1917” by the Great Indian Peninsula Railway (GIPR) “The new alignment is two miles long and is on a grade of 1 in 37, the ruling gradient on the Ghat. It shortens the distance by about 1.5 miles; but its chief value lies in eliminating the reversing station previously in use which was a great handicap to the expeditious handling of traffic. Under old conditions, trains had to be worked in sections and much time was lost in breaking up and remaking trains, further delay being caused at the reversing stations by the reversing of engines. Trains of a length of 850 feet are already in use on the realigned section and it is expected that trains of 1,500 feet and 1,800 feet long will be running shortly. The new alignment has a single tunnel in place of three on the old line.
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| − | ==Upgrading 1930==
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| − | Even the elimination of the reversing station was insufficient to enable this slow-speed section of line to cope successfully with the heavy traffic it had to carry while steam traction was used, and in 1930 the Thal Ghat section was converted to electric operation<ref name=name/>.
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| − | ==Records==
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| − | An on-line search of the [[India Office Records]] (IOR) records held at the [[British Library]] relating to this railway <ref>[http://searcharchives.bl.uk/primo_library/libweb/action/search.do?vid=IAMS_VU2 “British Library Archives and Manuscripts Catalogue” - Search]; Retrieved 3 Apr 2016</ref>
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| − | gives several entries, the most relevant as follows: -
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| − | *Thull Ghat
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| − | **Z/E/4/24/T256; “Thull Ghat, question respecting construction of railway from Bombay to Kandeish through; 1853-54
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| − | **Z/E/4/27/S549; “Stephenson, Robert, Opinion on railway over Thull Ghat; 1856
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| − | **Z/E/4/27/T218; “Thull Ghat, proposed line from Bombay to Jubbulpore viâ, sanctioned”; 1856
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| − | *Thul Ghat,
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| − | **Z/E/4/25/S935 “Surveys, Thul Ghat, Bombay Government referred to Court's despatch regarding”; 1854-55
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| − | ==Further Information==
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| − | See '''[[Great Indian Peninsula Railway]]'''
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| − | == References ==
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| − | <references />
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| − | [[Category:Railway Constructions]]
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| − | [[Category:Railways]]
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