PREMATURE DEATH TO A PROMISING PROJECT-cum-HERITAGE

TRAMWAY TRAMPLED
SHIB SHANKAR CHATTERJEE
Largest number of bio-diversity hotspots in the Asia, as well as the country – Kachugaon-
Haltugaon Reserve Forests and it’s adjoining forest areas under Kachugaon Forest Division of Kokrajhar
district of Eastern Indian State, Assam is one of the most important reserve deep forest areas in this
sub-Himalayan territory for developing a comprehensive network of bio-diversity conservation.
It includes a number of verified natural habitats and is rich in communities in species, in
varieties and in endemics. Ironically, very little has been done to either study or protect these areas in the
past. Also a large number of  valuable wildlife resources are yet to be enumerated strictly in accordance
with facts and figures.
The long and big trees, murmuring rivers and rivulets, the green creepers, the roaming wild
animals, the slops of the hills all bore an attraction for the travelers, tourists, nature lovers, scientists and
the others of both home and abroad.
“Tramway” occupies very important role in the world of inland transport system. But, the
existence of this type of rare means of conveyance can be found in a very few noted cities of the world.
In India its existence in the states like Maharashtra (Mumbai), West Bengal (Kolkata), but in Assam was
also a fortune place, where a tramway existed in order to adorn the beauty of this region. This secret is
known to a very little secret of people of India. The tramway of Kachugaon-Haltugaon occupied an
importance place in the history of India’s Assam State Forest department during pre-independence
period, which added an extra exultation to the beauty of this region.
The light of this tramway under erstwhile Goalpara West Division was a monumental setup,
which draw sentiments the people and forest officials of Assam as well as India and the nature lovers and
environmentalists of the world.
Established in 1901 to 1902, that is, during the tenure of Mr. W. F. Perrie, Indian Forest Service
(IFS), the tramway was running till 1989, to the outbreak of so called Bodoland Movement during which
not only the functioning of the tramway disrupted, but the whole administration had an adverse impact.
The situation was not conducive, the tramlines were stolen away by a section of dishonest
businessmen, miscreants and anti-socials; engines sat idle due to lack of adequate fund for repair and
renovation and subsequently the whole establishment came to a stand still and for this reason; 95% (per
cent) of the materials are not visible to anybody. Some of them have been recovered by the local Indian
Police Force (Assam State sector) and have kept under their custody (that is, in Gossaigaon Police
Station) of Kokrajhar district.
Particularly the Ripu Reserve Forest under this forest division in the foothills of the great
Himalayas, falls in the Bhabar tract, suffers from acute shortage of water as the water table in this belt
lies very low. Road communication was yet to improve for transport means at the beginning of the 20th
century, where silvicultural works and exploitation were to be attended to these were hurdles in the
minds of forest officials.
So, to cope up with the problem of supplying water to the forest staffs and labourers working in
the remote places of forest, the introduction of light tramway contemplated and came to reality in 1901-
1902, during which initially two-and-half mileage was covered.
By 1906, the mileage was increased up to nine-and-half miles and by 1911, the mileage went up to
19 and by 1924, the total length of the tramway was 16-kilometres with expansion up to Fakiragram
Railway Station (FRS) under Kokrajhar district.
To give shape to this system or project, Mr. Bronson purchased 05 broiler-engines during pre
independence era. The light tramway on 02 feet gauge and 14 to 16 rails initially was launched in the
tracts by a wood burning locomotive engine purchased from the country, Germany. Initially, line was
setup in the forest areas from Kachugaon to Ride-VIII beat and later, on extended to various points
inside the forest were works being carried out.
The operated timbers were brought from the jungle to Garufela river near Kachugaon and then
they were floated in the river to reach them to the Sapatgram Railway Station under Dhubri district of
Eastern Indian state, Assam to transport to various places.
In 1901, this tramway was inactive from Kachugaon Forest (KF) to Pepsu Forest (under this forest
division), which covered 37-kilometres. Meanwhile, the project was inspected by the then Inspector
General of Forest (IGF)s during 1915 and recommended further extension and expansion of the
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tramway even up to Tipkai, Haltugaon and Fakiragram, that is line was extended from KF to FRS,
covering 29-kilometres. But, after 1968, this expanded 29-kilometres tramline was shorten due to the
utmost negligent and careless attitude of forest department.
Mr. Simeon, IFS, the then District Forest Officer (DFO), while supervising the line from
Kachugaon to Fakiragram succumbed to the injury sustained in a totally derailment and died. Mr. H. P.
Smith, IFS, the successor of Mr. Simeon supervised later and completed the extension during 1924.
Thus, the tramway project in Kachugaon was a moderately big railway establishment. The fact can be
understood by the following posts of establishment.
Permanent one Loco-Foreman, one Fitter, four Loco-Drivers, five Firemen, one Pump-Engine-
Driver, one Storekeeper, one Blacksmith, three Loading-Assistants, three Train-Guards, five Tram-
Khalahsis, two Gang-mates, one Hammer-man, eleven Line-Khalashis and temporary one Loco-Driver,
one Waterman, eight Line-Khalashis and three skilled labours.
By the seventies, the road communication improved and all weather roads developed. Meanwhile,
the running cost and the maintenance cost were considered very high in comparison to the revenue
earned from the carriage of logs. Having worked into the revenue collection and the loss incurred, the
Indian State Government, Assam decided to discontinue the line from Kachugaon to Fakiragram and
Government abolished it by 1977. But, the tramline under forest section of 40-kilometres was allowed to
continue till alternative arrangement for supply of water to the forest areas was made.
At one stage till 1977, there were as many as 05 numbers of locomotive engines purchased
(steam-engines were replaced by diesel-engines) but most of them got stuck to the loco-shed due to lack
of adequate fund for repairing and renovation till 1989, only diesel engine was allowed to run and that
too ceased to move due to agitation mentioned earlier.
Among the DFO’s, who tried to persuade the Government to keep the tram functioning despite
the loss incurred by it were retired IFS officers, Mr. K. C. Pator and Mr. P. Lahon. They tried to convince
the Government that though from the record, the revenue earned was too meager in comparison to its
capital and maintenance cost, the indirect profit gained from the supply of water to the inaccessible
remote areas were not taken into consideration.
In numerable quantum of timbers were saved from being rotten due to non-attending of
exploitation and the plantations created were possible only due to supply of water to the staff and labour
in the forest area.
“However, the activities of this establishment went for a long time during pre-independence
period. But, the said activities came to an end in the year 1996; although, properties and assets of this
establishment remained unhurt.
Presently, everything got a great a change. All the five steam and diesel-oiled engines have gone to
the verge of destruction for want of proper care, supervision and assistance, and with these have gone
damaged the other machinery parts, barrack-houses, staff-quarters, office-rooms, cranes, bogies, saw-
mills, drinking-water systems, et cetera went to the verge of ruin”, told the DFO of Kokrajhar district,
Brahmananda Patiri.
Notwithstanding the drama got its curtain down with the miscreants causing extensive damage
and the glorious setup remained a carcass in the loco-shed, but it will be radiant in the minds of the
people, when the public gaze the lines written the signboard displayed at Kachugaon still today.
This steam locomotive subsequently replaced by man and elephant power in hauling loads. The
tramway serves the people by providing safe, quick and the cheapest transport facility for the timber
business.
“This long 66-kilometres tramway system and its assets have been going to the dogs due to the
apathy and negligence of the India’s Assam State Forest Department as well as the Government of India
since 1966. The chief object of constructing this tramway was to establish an intimacy with the people
living in the India-Bhutan international border areas and to carry forest wealth (specially, heavy wooden
logs et cetera) from the deep jungles to the saw mills of forest departments for sawing according to
necessary measurements and sell them at a reasonable price in the local markets, which helped to grow
up a profitable business of sawed logs in an around the forest areas of entire Western part of North-east
Indian State, Assam”, claimed the historians.
“….. during post independent period, the renowned artists of Indian Cinema, like Om Puri, Pran
and others shoot their cine-shots of Hindi films in this trams. So, Government of India should rebuild,
reset up and include this tramway immediately as a part of tourism from which they can not only earn

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more money from the Indian and foreign tourists but also to preserve it for future generation …..”, ”,
revealed the observers.
(Author is former Contributor BBC, Asia Times & Correspondent of The Statesman, The
Times of India, Hindustan Times, The Telegraph & Photographer of AP, AFP & PTI Contributor-
cum-Photographer of Northeast India/The writer specialises in South Asia & Indian Northeastern
States region Affairs)
References :
01. Death of a tramway, Perspective, 15th March, 2003, Published in The Statesman, Kolkata, West Bengal State,
India.