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Revised information ref Steve Moore's research into BL Records
[[Masulipatam]] was first settled in the 3rd cent BC (BCE) and the British India company built its first factory (producing and dyeing various cloths), there which meant it grew in to a major trading port<ref name=machil/>. Master in his diary of 1677 describes the port and roads thus “the towne was so well stored with able merchants that many ships loads were procured in a space of one or two days” <ref> “The diaries of Streynsham Master 1675—1680” and other contemporary papers relating there to; edited by Sir Richard Carnac Temple, Bart., Cle. Vol. L The Diary, 1675-1677, published for the Government of India London John Murray, Albemarle Street 1911 p 615</ref>. The lines of communication were very important to sustain the operations and the formation of the road to Hydrabad was of Political and Military importance. The length of road within the Presidency was 115miles (185 km) <ref> IOR/E/4/825 P716</ref>
Due to the importance of communication between Masulipatam and the hinterland a canal linking the town and the River Krishna had been built. The Buckingham canal would also terminate at the same point in Vijayawada along with a canal linking with the Godavari River. The Directors were however of the opinion that a railroad on the Hydrabad Road would be of an advantage. <ref> IOR/E/4/825 P724</ref> Much force was given to the comments of Mr Daniel Elliot and Mr Thomas on the advantages and the problems changing modes of transport on the way to the port <ref> IOR/E/4/825 P725</ref>. They requested that a low speed railway be constructed at a moderate cost, should be tested in such localities that may be most favourable <ref> IOR/E/4/825 P725 </ref>. The traction to be either light engine or animal power <ref>IOR/E/4/825 P726/7</ref>. The Madras Government were to select the District and supply the money. Where the experiments were carried out and the result of them is unclear, but the result was that Tramway/Light Railway was not built. [[File: Masulipatam and Hyderabad Light Railway Map.jpg|thumb|Part of “Imperial Gazetteer of India, v. 26, Atlas 1909 edition, Railway Map--Sectional (3), p. 25”]]In 1835 the government had decided not to increase expenditure on the road, <ref>IOR/E/4/948, p336 "Masulipatam, Road to Hyderabad, Governor General not disposed to sanction further expenditure upon"</ref>. However this proposal unsucessfully attempted to reverse this. Then during the Cyclone of 1864 the port, fort and European village were destroyed and the area around the fort became a vast swamp <ref>"The Imperial Gazetteer of India" Volume 17 Page 215</ref>. The arrival of the meter gauge railway in Hyderabad in 1874 <ref>[https://en.wikipedia.org/wiki/Secunderabad_Junction_railway_station Wikipedia "Secunderabad Junction railway station"]; Retrieved 24 Aug 2016</ref> meant that it had a better link with the coast at Bombay and it was not commercial viable to use the road to East Coast. The railway finally reached the remaining village in the early 1900’s <ref>[http://dsal.uchicago.edu/reference/gaz_atlas_1909/pager.html?object=31 "Imperial Gazetteer of India" v. 26, Atlas 1909 edition, Railway Map--Sectional (3), p. 25.]; Retrieved 24 Aug 2016</ref> (shown as Dots on the 1909 map) after bridging the innumerable canals that link the two nearby deltas.
Where the experiments were carried out and the result of them is unclear, but the result was that Tramway/Light Railway was not built.
