Jamalpur is best known as a very large workshop on the East Indian Railway, employing at one time, over 12,000 persons and over 1000 Anglo-Indians. Jamalpur was overnight from Calcutta and was famous for its Anglo-Indian social life. The Railway Institute was huge – it had its own movie theatre, a six-lane swimming pool, four tennis courts, two billiard rooms and a bowling lawn. Its dances were renowned and railway folk came from all over EIR to attend.
Jamalpur was also the premier training center of the EIR and the Indian Railways. There were basically four ways of joining the Railways. First, there were Trade Apprentices, who, after three years of training in a specific skill – machinist, welder, moulder, fitter, boilermaker and so, on became skilled factory workers. Second, as an entry level on the running side was a cleaner, who after training, became a fireman and then a Shunter, Passenger train Driver and finally a Mail Driver. Some of this category became Officers – Assistant Mechanical Engineers (AME’s) or even a Divisional Mechanical Engineer (DME). Third were the Apprentice Mechanics. These were High School or Senior Cambridge passed lads, who were selected through a Government services commission. They spent four years in training, both theoretical and practical, at the end of which they became chargemen, then foremen and then general foremen. Towards the end of their careers many became Officers – Assistant Works Managers or even Works Managers. Most Anglo-Indians in Jamalpur joined as Apprentice Mechanics. There was however, a fourth category of apprentices. These were called Special Class Apprentices an All India Railway Service cadre, recruited by a Public Services Commission. The British established this category of Apprentice in 1927, probably for `brown sabibs’ – young Indian gentleman who were very English in upbringing, language and thinking, usually from well known families. They trained for four years at Jamalpur, completed an Engineering degree from London (yes they were sent to London) and on completion were posted as Assistant Mechanical Engineers or Assistant Works Managers. This was a training position, as in two years, they were promoted to Works Manager or Divisional Mechanical Engineer. These gentlemen retired as Chief Mechanical Engineers or General Managers, the highest position on the Railways.
From over 10,000 applicants, through a series of competitive examinations, only about ten special class apprentices were selected annually. Once selected the apprentices lived a life of class privilege. A beautiful hostel called Jamalpur Gymkhana housed the apprentices. Each apprentice had an individual room with a bearer allotted to three rooms. The bearer cleaned the room, made the bed, polished the shoes and served the apprentices at meals. There was an exclusive kitchen where meals were prepared according to the apprentices’ instructions. The hostel had its own swimming pool, three tennis courts, a squash court and even its own playing field. It was laid out it on over two acres of land, and `malis’ (gardeners) kept the lawns immaculately green and the beds full of every type of exotic flowers. There were several entertainment rooms for billiards, table tennis and cards. Each apprentice received a stipend, enough to pay for his meals and club dues; all other expenditures were picked up by the Railways. Talk about royalty!.
In the course of the history of Jamalpur Gymkhana, 43 years from 1927 through to the year 1969 (my records end there), from over 400 apprentices, there were 15 Anglo-Indian Special Class Apprentices. This is a very significant achievement and one that has somehow not been acknowledged in the pages of Anglo-Indian history. I would like to publish their names, in the hopes that some of their descendants in the UK or Canada or Australia may recognize them and know what their fathers achieved. Most of them migrated and I knew only two – R.D.Kitson who retired as Chairman Railway Board in the 80′s (the equivalent of the Commanding General of the Indian Army) and Norbert DeSouza who retired as Chief Mechancal Engineer on the Central Railway in the 90′s. Both continue to live in India. I migrated to the USA in 1976 when I was Joint Director of the Railway Board in Calcutta. Here is the role call of these distinguished gentlemen.
The railways would beef up security measures on Kiul-Jamalpur section under Malda division of the Eastern Railway (ER) in the wake of the
Maoist attack on the Bhagalpur-Muzaffarpur Jansewa Express on Thursday evening.
The railways would also hold a meeting with GRP officials to check recurrence of such incidents in future on this particular route, said ER PRO B K Sharma.
According to Sharma, though law and order is a state matter, the railways would co-operate fully with GRP and the state police in launching a joint operation against the banned Naxal outfit. The railways would ensure that each train passing through this route is properly escorted, he said.
He informed that the Maoists had also snatched walkie-talkies of both the driver and guard of the ill-fated train with an aim to disconnect any communication with the control room or the nearest station. The railways have put all security personnel on high alert following this incident, he said.
Naxalites gunned down a GRP jawan, injured another and snatched away assault rifles and ammunition in a daring afternoon attack on the Bhagalpur-Muzaffarpur Intercity Express near Jamalpur, Bihar, today.
Police said at least 30 armed members of the CPI(Maoist) swooped on the train between Ghoghal and Jamalpur on the Jamalpur-Keul section of East Central Railway. They cut the vacuum pipe, bringing the Muzaffapur-bound train to a halt, and waited till the GRP jawans, on escort duty, alighted from the coach to find out what was wrong. As soon as they did, the rebels started raining bullets.
Munger superintendent of police Sunil Nayak said that though taken by surprise, the jawans retaliated. “The gunfight last for more than 30 minutes,” he said. More than 20 rounds were fired. While GRP constable Ganesh Singh was killed in the encounter, another jawan was wounded.
Though Nayak claimed that no passenger sustained injuries, an unconfirmed reports said two took bullets. A report also claimed that four GRP men were injured in the incident.
After overpowering the jawans, the Naxalites snatched away at least four assault rifles, a carbine and several rounds of ammunition.
Railway officials said the attack delayed the train for three hours. It resumed its journey at 6pm after senior GRP officers and railway officials inspected the site.
A senior railway official admitted that the CPI(Maoist) had spread its tentacles in large parts of the hilly Jamalpur sub-division in Munger district.
Villagers of Abhaypur and Dharhara said they had spotted unidentified people carrying arms on Tuesday. Naxalites often organise training camps on hillocks, they said, and blamed the police for not paying heed to the rising threat from the rebels.
Linares Chess Championship is my next target: Anand
Patna, PTI:
Bihar Deputy Chief Minister Sushil Kumar Modi said India had won seven world titles in the year 2008 and the credit should go to the chess maestro, who had popularised and revolutionised the game in the country.
World Champion Vishwanathan Anand said his next target is to win the Linares Chess Championship to be held in February next year.
Addressing the gathering on the occasion of the launch of NIIT MindChampion Academy in Bihar, Anand said after capturing the minds of urban India, the game now needs to be taken to rural areas. Reminding his association with Bihar, he said though it was his first visit, he had an old connection with the state as his father spent a brief stint of his study life here.
“My father studied at Jamalpur in Munger district and it is a great pleasure to be here in Patna,” said the Grandmaster.
Asked whether cricket has overshadowed other sporting disciplines in the country, he said the government has been fair to all sports. “The amount of media attention chess gets now-a-days is quite big compared to 10 years back,” Anand said.
On the MindChampion Academy, he said it was being launched in 400 schools which would help students learn both computer and chess as they help in improving academic performance and analytical power. “The Academy has been introduced in over 5000 schools across the country during the past six years with over 1.75 lakh students participating in it,” Anand said.
On the occasion, Bihar Deputy Chief Minister Sushil Kumar Modi said India had won seven world titles in the year 2008 and the credit should go to the chess maestro, who had popularised and revolutionised the game in the country. Modi also announced that there would be a hall in the upcoming indoor stadium at Kankerbagh in Patna only for chess activities.
Indian Railways Institute of Mechanical & Electrical Engineering (IRIMEE) is located at Jamalpur in the Munger district of Bihar, on the Patna-Bhagalpur rail route, about 8 kilometres from Munger town. During the era of Mahabharata, Munger was the capital of Anga Pradesh ruled by Karna. Munger was also the seat of Mir Kasim, Nawab of Bengal, who fought the East Indian Company here. The place had traditional skills of making firearms, and hence selected by the East Indian Railway for one of its earliest workshops. The location selected was at the foothills of Rajmahal range (a part of Chhota Nagpur plateau), which was high enough to survive any threat of floods from Ganga, and the hills secured it against any organised attack from an army. The location had a tomb of Baba Jamal Saheb, after whom the place was called Jamalpur. Jamalpur Workshop was established on 8th of February 1862.
The Indian Railways Institute of Mechanical & Electrical Engineering, Jamalpur is the Centralised Training Institute of Indian Railways, for the training of officers and supervisors of the Mechanical Engineering department.
IRIMEE had humble beginnings, when it started in 1905 as a technical school attached to the Jamalpur Workshop. It came into national prominence when it started the training of Special Class Railway Apprentices as Mechanical and Electrical engineers, starting from the year 1927. In 1974, the school was made a Centralised Training Institute (CTI), renamed as Indian Railways Institute of Mechanical & Electrical Engineering, and brought under direct control of Railway Board. It is, therefore, the oldest of the CTIs.
In 1988, the training of IRSME probationers was centralised under the control of Director, IRIMEE but with HQ at Kharagpur, where there was an Officer on Special Duty (OSD) co-ordinating the training with the Director. From 1997, HQ of IRSME Probationers was shifted to Jamalpur.
Training activities at IRIMEE comprises of:
Professional courses for serving officers and supervisors of Mechanical Department such as : Mandatory courses for serving officers viz.
Senior Professional Development Programme of 3 weeks duration for IRSME Officers with 8-12 years of service.
Refresher course of 2 weeks duration for IRSME Officers with 1-3 years of service.
Integrated course of 8 weeks duration for recently promoted group B officers.
Special courses in relevant topics, such as :
Accident management course, Breakdown cranes, New technologies, Diesel loco reliability, Diesel refresher courses etc.
Short duration Interactive workshops/Seminars such as:
Seminar on Information Technology, Incentive scheme, GM loco manufacture and ALCO loco modifications, Maintenance of Wheels and Roller bearings etc.
Training of IRSME probationers and Introductory courses of one week duration for probationers of other Departments.
Training of IRSME probationers during their 1 ½ years of probationary period is centrally controlled by IRIMEE. Their training mainly comprises of
Institutional training at RSC, IRIMEE, IRIEEN, IRICEN and IRISET for about 36 weeks.
Training at major Railway organisations like RDSO, DLW, DMW, RCF, ICF and RWF for about 14 weeks.
Training in various repair workshops for 8 weeks.
Training in various divisional units like Diesel sheds, C&W depots, Control room etc. 16 weeks.
Theoretical and practical training of Special Class Apprentices.
Technical Training of Apprentice Supervisors of all Indian Railways.
Special courses as per requirement for Non-Railway Organisations and Foreign Railways.
The Railway age in Eastern India started on August 15, 1854
The Railway age in Eastern India started on August 15, 1854, exactly ninety-three years before Independence. A locomotive, carriage and wagon workshop was set up in Howrah to put to commission imported rolling stock of EIR and also to render economic repairs to them. The railways spread very fast, perhaps faster than the anticipation of EIR. Within a short span of eight years, it became necessary to shift the site of shop, as there was hardly any scope for expansion at Howrah.
Jamalpur Workshop
The British chose Jamalpur as the new site of this workshop due to ready availability of skilled workers who were descendants of acclaimed gun makers and fabricators of weapons of steel for the Nawabs of Bengal and Orissa. Jamalpur is also geographically well located, on the western side of a hill range while the Ganges flow 7 KMs north of it.
The workshop has a number of FIRSTS to its credit, a few of which are: -
The FIRST to manufacture a steam locomotive and a locomotive boiler- 216 of which were manufactured between 1899 and 1923.
The FIRST to have set up a rolling mill not only on the railways, but probably in the country in 1870.
The FIRST to establish a railway foundry in the year 1863.
The FIRST to manufacture a rail crane in the country with indigenous know-how in 1961.
The FIRST to manufacture high capacity electrical lifting jacks and ticket printing, ticket chopping, ticket slitting and ticket counting machines.
The FIRST and the only railway workshop to manufacture electrical arc furnaces of ½ tonne in 1961 for production of steel castings.
This is the only workshop in the country manufacturing 140 T ART cranes for Railways to-day.
The gradual eclipse of steam traction on Indian Railways, steam locomotive activities, which had peaked at 600 Standard units per month in 1962-63, started declining in the late 60’s and finally the steam activities came to a complete end in August ’92. The closure of steam activities was to some extent overcome with the switching over to the repair of Diesel Locomotives, repair of unloadable wagons and manufacture of Diesel Hydraulic B.D. Cranes and Tower Cars.
SINCE 1927 The Special Class Railway Apprentices’ (SCRA) scheme was started in 1927to meet the demand for engineers on the EIR (East Indian Railway) and on the GIP (Great Indian Peninsular) Railway. The SCRAs are selected by the Union Public Service Commission (UPSC) on the basis of an all- India competitive examination, which is held every year. They are imparted training in the fields of mechanical and electrical engineering at the Indian Railways Institute of Mechanical & Electrical Engineering (IRIMEE)set up at Jamalpur, and, on completion of their training, serve the Railways in various capacities.
AN EXCLUSIVE CLUB A total of 949 SCRAs have been selected from 1927 to 1998, making an average of about 14 recruits per year. Their training module is of four years duration with two years of thorough theoretical grounding in the engineering subjects followed by another two years of hands-on practical experience on the shop floor. The training method bears resemblance to that employed at the National Defence Academy, Khadakvasla, Pune, for training of officers for the Army, the Navy and the Air Force.
ACADEMICALLY BRILLIANT The SCRAs have distinguished themselves in academics, with 39 trainees obtaining honourable mentionsfrom the A.M.I.Mech. E(London) from 1933-39 and from 1954-66, with records for the intervening period of World War-II not being available. 56 SCRAs have also wonGold Medalsin the examinations conducted by the Institution of Engineers (India).
ALL ROUND EXCELLENCE During their stay at Jamalpur, the apprentices are encouraged to participate in extra-curricular activities like sports, music, debating and performing arts, which not only help in personal enrichment but also stand in good stead later in life. They manage their hostel entirely on their own and organize big shows like the annual re-union of the Old Boys’. This, along with the fact that they interact, from very close quarters, with a myriad of people belonging to the Railways, gives them the confidence and the ability to manage the organization in their later years.
KEEPING RAILWAYS ON THE RIGHT TRACK The alumni of the Institute at Jamalpur have been an integral part of the
Railways’ evolutionfrom the steam era to the age of high speed locomotives for a major part of this century by providing high quality techno-managerial inputs. Five SCRAs have risen to the ranks of Chairman, Railway Board while 16 have been Members of the Railway Board. Also, a large number of SCRAs have been General Managers and Principal Heads of Departments all over the Indian Railways and also in its sister organisations like RITES, COFMOW, CRIS etc.
TAKING THE WORLD IN THEIR STRIDE Outside the Railways as well, the SCRAs have been highly successful:- serving in organizations such as the World Bank, being a part of the teaching faculty at universities like the Massachusetts Institute of Technology USA, working as top
executives in world class private concerns; both in India and abroad, being board members of Pakistan Railways and lots more. Over 60 alumni have been Principal heads or chief executives or CMDs of renowned organizations in India.
BASKING IN GLORY The coveted Padmashri awards for distinguished civil services have been given to four SCRAs while two SCRAs have been honored with the Vishisht Seva Medal (VSM) for serving the armed forces during the 1965 and 1971 wars.
The school is simple and functional. On a minimal budget, the children are taught in a way that aspires to the progressive and holistic ‘Neo-Humanistic’ education system.
If anyone would like to assist by donating anything – large or small – please click here. All money will be passed straight to the project. THANK YOU.
Alighting from your train at Jamalpur Junction station of the Eastern Railway and making your way through the market adjacent to it,you are not likely to be impressed.Turning right at the end of what could well be called the station road,you cross an over-bridge and enter the Railway East Colony.
This egalitarian title is now given to what used to be the European Colony in colonial days.There is a Jamalpur beyond the East Colony also,but most things in this town begin end here.The first turning to the right is the Workshop Road,that leads to the Eastern Railway Locomotive Workshop,the biggest and the oldest in the country.
It was only after the setting up of the temples of modern India after independance that bigger workshops were built.you next pass the Club Road and Stadium Road.You soon cross the Golf Road,before you come to Gymkhana Road on your left.
Standing between these roads, you see a vast expanse of a rolling green maidan stretching towards a right that seems to cover your entire field of view.This maidan is the Golf Course,a small but reasonably well kept 9-hole course,that is perhaps the cheapest in the world to play golf on.
Right in the centre of the course, you will note what looks like a grave. The epitaph on the tombstone tells you the gory tale:a 27 year old Foreman of the Erecting Shop was killed by a tiger near the spot two years after the workshop had been established in 1862. In the tranquil serenity of the present maidan, tigers had roamed in the not too distant past. If this was the situation,then why Jamalpur, is the question that is often asked.
The answer lies in the history of the area and the nearby town of Munger (earlier Monghyr). The inhabitants of this town and the surrounding areas had always been a reservoir of skilled craftsman in mechanical fields like ironware – notably guns ,pistols ,spears, and other weapons.
It is not a coincidence that Monghyr was often referred to as the “Birmingham of the East” in those days. It will also not be out of place to record that Jamalpur was on what was then intended to be the mainline of the Railway,had good water supply and congenial surroundings.
Jamalpur was at first only an engine changing station. The actual headquarters of the Locomotive Department were at Howarah,but the latter not only possessed great drawbacks but was too confined to permit extensions.There was ,in fact., no room for the work shop of the Locomotive Department as well as the Company’s carriage and wagon works, and after long and matured consideration , it was decided to remove the former to Jamalpur .
Mr. John Strachan , the then Locomotive Superintendent of the Company,gives the following account for the cause of the removal.”It was not till the early sixties that the late D.W.campbell decided to remove the workshops to Jamalpur ,and this was owing to the drivers and fitters giving trouble.They were covenanted men from home who had left their families there,and as hotel and billiard rooms were their only amusement,it was no uncommon thing for men to leave the shops during working hours and adjourn to a hotel that was then opposite to the railway station…
“There were also several other places of amusement in Howrah and Calcutta to which men could go and among them was a place known as Wilson’s Coffee Room.
“One day Mr. Campbell,returning from the weekly Meeting in the Agent’s Office ,happened to call at Wilson’s Coffee Room for tiffin,and here he found three of his principle foremen and two engine drivers enjoying themselves in rather a boisterous manner……The men were quickly retired,and after that Mr. Campbell never rested until he had the workshops and the Locomotive offices removed from Howrah to Jamalpur.”
And,so it was that the Locomotive Workshop came to be located at Jamalpur.By 1890,the workshop had 3122 men ,which grew to 9528 by 1906.(In its heydays 30 years back,the figure was 14000).By this time ,the number of locomotives whose overhaulwas based at Jamalpur had grown to 952.Since there was virtually no industry in the country,the workshop grew to be totally self sufficient.It set up the country’s first rolling mill in 1879,as well as the raiway’s first captive powerhouse,which was set up in 1895.A steel foundry with a 7-ton open-hearth furnace started operations in 1898.
The Iron foundry was amongst the best in the country and even produced cast iron sleepers.
Jamalpur has the distinction of manufacturing locomotives well before Chittaranjan Locomotive Works were set up. A total of 214 locomotives were built at jamalpur between 1899 and 1932.
Along with the technical side of the development ,care was also taken to develop the human resource.A Technical School was set up in 1988 for Trade Apprentices with one teacher.In 1905, the training of Apprentice Mechanics was started for Anglo-Indians and later in 1911,the Apprentice Mechanic scheme was thrown open to indians also.It is chronicled elsewhere in this issue,how the training of special class Apprentices at the Technocal School in 1927,set into motion the chain of events that we are commemorating this year.
Jamalpur has always attracted visitors who could well be a Who’s Who of the land.A sampling of the messages recorded in the Visitor’s Book of the Workshop can be seen in this write up.
Even today,the Workshop and the Training institute at Jamalpur are the mainstay of not only Jamalpur town but also the entire district of Munger.Although there are other workshops and units in the Railways and outside that are bigger and more contemporary than the Locomotive Workshop at Jamalpur today,the words of Mr.Huddlestone,C.I.E,Chief Superintendent of the East Indian Railway,give an idea of the Spirit behind Jamalpur.
“There are ,of course,larger Railway shops existing in Europe but not few are more self contained or better occupied with modern electrically driven machinery than this workshop.” http://jamalpurgymkhana.com/
Some times a question hunts the mind why a place like Jamalpur was selected as a site for EIR Company’s Locomotive Workshops.
Jamalpur was at a very far distance from the Bengal and Bihar coalfields, which was the most important criterion for selecting the place for locomotive workshop way back in 1860s. The place is also off the mainline of EIR. The most mportant fatal draw back was the place has no natural water supply. This can be construed as a great blunder on the part of EIR.
The probable reasons for selecting the place may be listed as follows:-The place was adjacent to Munghyr, which was that time considered as “Birmingham of the East.”
There would be a plentiful supply of skilled mechanics from Munghyr because inhabitants of Munghyr had been the mechanics by trade for centuries, famous for manufacturing of iron wares, guns, pistols, spears and other works
When the selection was made it was probably thought that Jamalpur would be on the proposed mainline of EIR which was subsequently changed and was directed to Delhi via Ranigunj, Gaya, Mughalsarai, Allahabad and Kanpur.
Initially, Jamalpur was only a engine changing station and light repairs were done in the running shed there. The original headquarters of the locomotive department of EIR was located at Howrah had a great draw back because it was too confined for extensions as and when needed. At Howrah, the original workshop was supposed to handle building of locomotives, carriage and wagons.
Mr. John Strachan, late Locomotive Supdt. of EIR Company as accounted for the cause of the removal of locomotive workshops from Howrah to Jamalpur. It was in the early 60s (1860) that Mr. D.W. Campbell decided to remove the workshop to Jamalpur and this was because the drivers and fitters giving troubles. They were all covenanted men from England who had left their families, and hotels and billiard rooms were their only amusement. It was not in common for them to leave the shops during working hours and adjourn to a hotel “then situated opposite the Railway Station, Howrah”. Kept by a very old Ship Steward named Bobby Deans who could always give them something to eat as well as something to drink and a game of billiards. There were also several other places of amusements in Howrah and Calcutta to which men could go and among these, was a place known as Wilson’s Coffee Room.
One day Mr. Campbell was returning from weekly meeting at the Agents Office (29,Theatre Road) happened to call at Wilson’s Coffee Room for Tiffin and their he found three of his Principal Workshop Foremen and two Engine Drivers enjoying themselves in rather a boisterous manner. They also asked him to join them in having a peg. What he said in reply has never been recorded, but the men there quickly retired and after that Mr. Campbell never rested until he had the workshops and the locomotive workshop officers removed from Howrah to Jamalpur.
At the early stages different narratives have stated that there were 26 foremen and Asstt. Foreman and about 180 Europeans and East Indian Mechanics of which a large portion was recruited directly from England. The whole staff was housed in quarters built by EIR at Jamalpur and live within easy distance of the workshop. There were also other buildings, a church, Roman Catholic chapel, Mechanics Institute, Swimming Bath, Hospitals with separate buildings for infectious diseases. A school for children of the employees both European and Indian. There were also a building house in which 40 Europeans and East Indian Apprentices could be lodged and cared under the charge of resident Master and Matron. It was for the first time in India that a system of training indentured apprentices was conceived and implemented. Initially, recruitment of sub-ordinate services grade was done by introduction of men from England that gradually suitable staff trained in the workshop were inducted to take the appointments and expenditure of importing men was saved. Jamalpur was also the headquarters of East Indian Volunteer Rifles with about 2300 strong personnel and necessary armoury and headquarters staff in Jamalpur. It is still there in the form Territorial Army Organisation of Eastern Railway.
The Gymkhana at Jamalpur which later became a renowned school of Railway officers was started during this period for the recreational facilities.
Among the hectic activities during early 1900, the workshop was equipped and developed in manufacturing of locomotives, in addition to several other small jobs for Engineering Stores, Collieries ( EIR had its own Collieries at this time ) Carriage & Wagons Departments, cast iron sleepers, all signalling and interlocking gears, posts, cranes, etc.
A few important shops which are no more now are listed below.
STEEL FOUNDRY : The first in India was commenced in 1898 and had a capacity of 10 tons per day.
IRON FOUNDRY : A very large shop covering about 100,00 sq. ft. was fully mechanised with about 1800 staff which included a few women also.
Laboratory : Chemical and metallurgical laboratory existed close to the foundry shop. The laboratory still exists catering for scientific analysis of metallic parts of IR.
ROLLING MILL: Started in 1879 was closed down recently. It had 3 mills , steam driven Power hammer, fish plate machine, billet shears, The mill was driven by steam from boilers placed on the top of the furnaces and heated by gas from the furnaces. It produced about 400 tons of rounds, channels, angles and fishplates per month.
SIGNAL EQUIPMENTS SHOP: More popularly known as “Points and Crossing and Interlocking shop” was started in 1894. produced entire requirement of Interlocking frames of different sizes for EIR.
Other shops were Brass Foundry, Machine shop, Forge , Smithy, Pattern, Carpenter, Bolt & Nut, Brass finishing, Tin & Coppersmith, Cold Saw Chain Testing, Wheel, Boiler, Millwright, Paint, Tender and a very large Detail Stores.
Jamalpur Shops had their own Power House, and produced Electricity for the entire Workshop and the Staff Qrs. This was commenced in 1901, with with a 100 KW output. The Generators were driven by STEAM at 150lbs pressure supplied from a battery of 14 boilers. Natural drought was supplied by two steel chimneys, each 120 ft. high having a clear diamter of 5ft. 6 inches and these chimneys were built by Jamalpur and erected section by section. The boundary of the workshop was lighted by arc lamps.
A devastating earthquake on 15th. January 1935 flattened everything including the staff quarters which had to be rebuilt.
Source : History of East Indian Railway – By George Huddleston.1906 and other documents consisting of Interviews from retired British staff of E.I.R.
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