印度铁路的历史是怎样的?(二)
正文翻译
What are the history of Indian railways?
印度铁路的历史是怎样的?
What are the history of Indian railways?
印度铁路的历史是怎样的?
评论翻译
Sourindra Laha
Indian Railways is the living legacy of the Britishers. The first commercial rail may run between Bombay and Thane, but the first Railways in India was used by the Britishers in present Uttrakhand. The first train in the country had run between Roorkee and Piran Kaliyar on December 22, 1851 to temporarily solve the then irrigation problems of farmers, large quantity of clay was required which was available in Piran Kaliyar area, 10 km away from Roorkee. This made the first way for our present Railway system. Later in 1852, prior to the first commercial run of the train in India, Britishers broke the Western Wall of Shahjhanabad, to lay down the rail lines from the fort to the then developing Delhi Cantonment. But this thing is very less known to the people. Because of being a Military movement for the British Colonial Government.
History of Associations: 1845, along with Sir Jamsetjee Jejeebhoy, Hon. Jaganath Shunkerseth (known as Nana Shankarsheth) formed the Indian Railway Association. Eventually, the association was incorporated into the Great Indian Peninsula Railway, and Jeejeebhoy and Shankarsheth became the only two Indians among the ten directors of the GIP railways. As a director, Shankarsheth participated in the very first commercial train journey in India between Bombay and Thane on 16 April 1853 in a 14 carriage long train drawn by 3 locomotives named Sultan, Sindh and Sahib. It was around 21 miles in length and took approximately 45 minutes.
印度铁路是英国人留下的不朽遗产。第一条商业铁路可能在孟买和塔那之间运行，但印度的第一条铁路是由英国人在现在的北阿坎德邦使用的。1851年12月22日，该国第一列火车在鲁尔基和皮兰卡利亚尔(Piran Kaliyar)之间运行，以暂时解决当时农民的灌溉问题，需要大量粘土，而这些粘土在距离鲁尔基10公里的皮兰·卡利耶尔地区可以得到。这为我们现在的铁路系统开辟了第一条道路。1852年晚些时候，在印度的第一次商业列车运行之前，英国人推倒了Shahjhanabad堡的西墙，铺设从堡垒到当时正在开发的德里军营的铁路线。但是这件事很少为人们所知。因为这是英国殖民政府的军事运动。
协会历史：1845年，贾格纳特·尚克塞斯阁下（又名Nana Shankarsheth）与Jamsetjee Jejeebhoy爵士一起成立了印度铁路协会。最终，该协会被并入大印度半岛铁路公司，Jeejebhoy和Shankarsheth成为大印度半岛铁路公司十名董事中仅有的两名印度人。作为一名董事，Shankarsheth于1853年4月16日乘坐一列14节车厢长的列车参加了印度孟买和塔那之间的第一次商业列车旅行，该列车由由三辆分别命名为Sultan、Sindh和Sahib的火车头牵引。该铁路线长约21英里，耗时约45分钟。
Indian Railways is the living legacy of the Britishers. The first commercial rail may run between Bombay and Thane, but the first Railways in India was used by the Britishers in present Uttrakhand. The first train in the country had run between Roorkee and Piran Kaliyar on December 22, 1851 to temporarily solve the then irrigation problems of farmers, large quantity of clay was required which was available in Piran Kaliyar area, 10 km away from Roorkee. This made the first way for our present Railway system. Later in 1852, prior to the first commercial run of the train in India, Britishers broke the Western Wall of Shahjhanabad, to lay down the rail lines from the fort to the then developing Delhi Cantonment. But this thing is very less known to the people. Because of being a Military movement for the British Colonial Government.
History of Associations: 1845, along with Sir Jamsetjee Jejeebhoy, Hon. Jaganath Shunkerseth (known as Nana Shankarsheth) formed the Indian Railway Association. Eventually, the association was incorporated into the Great Indian Peninsula Railway, and Jeejeebhoy and Shankarsheth became the only two Indians among the ten directors of the GIP railways. As a director, Shankarsheth participated in the very first commercial train journey in India between Bombay and Thane on 16 April 1853 in a 14 carriage long train drawn by 3 locomotives named Sultan, Sindh and Sahib. It was around 21 miles in length and took approximately 45 minutes.
印度铁路是英国人留下的不朽遗产。第一条商业铁路可能在孟买和塔那之间运行，但印度的第一条铁路是由英国人在现在的北阿坎德邦使用的。1851年12月22日，该国第一列火车在鲁尔基和皮兰卡利亚尔(Piran Kaliyar)之间运行，以暂时解决当时农民的灌溉问题，需要大量粘土，而这些粘土在距离鲁尔基10公里的皮兰·卡利耶尔地区可以得到。这为我们现在的铁路系统开辟了第一条道路。1852年晚些时候，在印度的第一次商业列车运行之前，英国人推倒了Shahjhanabad堡的西墙，铺设从堡垒到当时正在开发的德里军营的铁路线。但是这件事很少为人们所知。因为这是英国殖民政府的军事运动。
协会历史：1845年，贾格纳特·尚克塞斯阁下（又名Nana Shankarsheth）与Jamsetjee Jejeebhoy爵士一起成立了印度铁路协会。最终，该协会被并入大印度半岛铁路公司，Jeejebhoy和Shankarsheth成为大印度半岛铁路公司十名董事中仅有的两名印度人。作为一名董事，Shankarsheth于1853年4月16日乘坐一列14节车厢长的列车参加了印度孟买和塔那之间的第一次商业列车旅行，该列车由由三辆分别命名为Sultan、Sindh和Sahib的火车头牵引。该铁路线长约21英里，耗时约45分钟。
But actually at that present time Calcutta was the capital of British India, hence was first decided to operate the first Railways in India from Calcutta, now Kolkata. But the ship which sailed from Britain to India, somehow met with a fateful accident and hence get submerged in the deep ocean waters. And hence the first contract of Railways went to Bombay/Mumbai now.
The Railway Companies: After the formation of the Great Indian Peninsula Railway (GIPR), opened in 1853, between Bombay and Thane. The East Indian Railway Company was established 1 June 1845 in London by a deed of settlement with a capital of ￡4,000,000, largely raised in London. The Great Southern India Railway Co. was founded in Britain in 1853 and registered in 1859. Construction of track in Madras Presidency began in 1859 and the 80-mile lix from Trichinopoly to Negapatam was opened in 1861. The Carnatic Railway founded in 1864, opened a Madras-Arakkonam-Kancheepuram line in 1865. The Great Southern India Railway Company was subsequently merged with the Carnatic Railway Company in 1874 to form the South Indian Railway Company.
但实际上，当时加尔各答是英属印度的首都，因此首先决定从现在的加尔各答运营印度的第一条铁路。但是这艘从英国驶往印度的船，不知怎的遭遇了一场致命的事故，因此被淹没在了深海中。因此，铁路公司的第一份合同给了孟买。
铁路公司：大印度半岛铁路（GIPR）成立后，于1853年在孟买和塔那之间开通。东印度铁路公司于1845年6月1日在伦敦根据契约成立，资本为400万英镑，主要在伦敦筹集。大南印度铁路公司于1853年在英国成立，并于1859年注册。马德拉斯管辖区的轨道建设始于1859年，从特里奇诺波利到奈伽帕塔姆(Negapatam)的80英里长的铁路于1861年开通。卡纳蒂克铁路成立于1864年，于1865年开通了马德拉斯-阿拉科南-坎奇普兰线。大南印度铁路公司随后于1874年与卡纳蒂克铁路公司合并，成立了南印度铁路有限公司。
The Railway Companies: After the formation of the Great Indian Peninsula Railway (GIPR), opened in 1853, between Bombay and Thane. The East Indian Railway Company was established 1 June 1845 in London by a deed of settlement with a capital of ￡4,000,000, largely raised in London. The Great Southern India Railway Co. was founded in Britain in 1853 and registered in 1859. Construction of track in Madras Presidency began in 1859 and the 80-mile lix from Trichinopoly to Negapatam was opened in 1861. The Carnatic Railway founded in 1864, opened a Madras-Arakkonam-Kancheepuram line in 1865. The Great Southern India Railway Company was subsequently merged with the Carnatic Railway Company in 1874 to form the South Indian Railway Company.
但实际上，当时加尔各答是英属印度的首都，因此首先决定从现在的加尔各答运营印度的第一条铁路。但是这艘从英国驶往印度的船，不知怎的遭遇了一场致命的事故，因此被淹没在了深海中。因此，铁路公司的第一份合同给了孟买。
铁路公司：大印度半岛铁路（GIPR）成立后，于1853年在孟买和塔那之间开通。东印度铁路公司于1845年6月1日在伦敦根据契约成立，资本为400万英镑，主要在伦敦筹集。大南印度铁路公司于1853年在英国成立，并于1859年注册。马德拉斯管辖区的轨道建设始于1859年，从特里奇诺波利到奈伽帕塔姆(Negapatam)的80英里长的铁路于1861年开通。卡纳蒂克铁路成立于1864年，于1865年开通了马德拉斯-阿拉科南-坎奇普兰线。大南印度铁路公司随后于1874年与卡纳蒂克铁路公司合并，成立了南印度铁路有限公司。
Expansion of British Indian Railways: A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways from 1857 onwards. The Allahabad-Jabalpur branch line of the East Indian Railway had been opened in June 1867. Brereton was responsible for lixing this with the GIPR, resulting in a combined network of 6,400 km (4,000 mi). Hence it became possible to travel directly from Bombay to Calcutta. This route was officially opened on 7 March 1870 and it was part of the inspiration for French writer Jules Verne's book Around the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo concluded that "it was thought desirable that, if possible, at the earliest possible moment, the whole country should be covered with a network of lines in a uniform system".
Hence in between, when the Railways were expanding itself in India, Britishers launched there first elite train, East Indian Mail in 1866, between Calcutta and Simla. This train later went on to become the oldest train in Indian Railways and the train with most no of coaches.Not to mention now known as Kalka Mail.
Then came the first luxurious train of India, the Imperial Mail. At that time this train is just like the present day Palace on Wheels.
英属印度铁路的扩建：1857年起，英国工程师罗伯特·梅特兰·布里尔顿（Robert Maitland Brereton）负责铁路的扩建。东印度铁路的阿拉哈巴德-贾巴尔普尔支线于1867年6月开通。布里尔顿（Brereton）负责将其与大印度半岛铁路（GIPR）连接起来，形成了一个6400公里（4000英里）的综合铁路网络。因此，从孟买直接前往加尔各答成为可能。这条路线于1870年3月7日正式开通，是法国作家儒勒·凡尔纳（Jules Verne）的《八十天环游世界》一书的灵感来源之一。在启动仪式上，总督梅奥勋爵总结道，“人们认为，如果可能的话，应尽早在全国范围内铺设统一系统的铁路网络”。
因此，在这期间，当铁路公司在印度扩张时，英国人于1866年在加尔各答和西姆拉之间开通了第一列精英列车“东印度邮政（East Indian Mail）”。这列火车后来成为印度铁路中最古老的火车，也是车厢最少的火车。更不用说现在被称为“卡尔卡”(Kalka Mail)号特快列车了。
然后是印度的第一列豪华火车“皇家邮政”。在那个时候，这列火车就像现在车轮上的宫殿。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Hence in between, when the Railways were expanding itself in India, Britishers launched there first elite train, East Indian Mail in 1866, between Calcutta and Simla. This train later went on to become the oldest train in Indian Railways and the train with most no of coaches.Not to mention now known as Kalka Mail.
Then came the first luxurious train of India, the Imperial Mail. At that time this train is just like the present day Palace on Wheels.
英属印度铁路的扩建：1857年起，英国工程师罗伯特·梅特兰·布里尔顿（Robert Maitland Brereton）负责铁路的扩建。东印度铁路的阿拉哈巴德-贾巴尔普尔支线于1867年6月开通。布里尔顿（Brereton）负责将其与大印度半岛铁路（GIPR）连接起来，形成了一个6400公里（4000英里）的综合铁路网络。因此，从孟买直接前往加尔各答成为可能。这条路线于1870年3月7日正式开通，是法国作家儒勒·凡尔纳（Jules Verne）的《八十天环游世界》一书的灵感来源之一。在启动仪式上，总督梅奥勋爵总结道，“人们认为，如果可能的话，应尽早在全国范围内铺设统一系统的铁路网络”。
因此，在这期间，当铁路公司在印度扩张时，英国人于1866年在加尔各答和西姆拉之间开通了第一列精英列车“东印度邮政（East Indian Mail）”。这列火车后来成为印度铁路中最古老的火车，也是车厢最少的火车。更不用说现在被称为“卡尔卡”(Kalka Mail)号特快列车了。
然后是印度的第一列豪华火车“皇家邮政”。在那个时候，这列火车就像现在车轮上的宫殿。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Later stage: By 1875, about ￡95 million were invested by British companies in India. By 1880 the network had a route mileage of about 14,500 km (9,000 mi), mostly radiating inward from the three major port cities of Bombay, Madras and Calcutta. By 1895, India had started building its own locomotives, and in 1896, sent engineers and locomotives to help build the Uganda Railways. In 1900, the GIPR became a British government owned company. The network spread to the modern day states of Assam, Rajasthan, Telangana and Andhra Pradesh and soon various independent kingdoms began to have their own rail systems. In 1901, an early Railway Board was constituted, but the powers were formally invested under Lord Curzon. It served under the Department of Commerce and Industry and had a government railway official serving as chairman, and a railway manager from England and an agent of one of the company railways as the other two members. For the first time in its history, the Railways began to make a profit.
Revenues: The period between 1920 and 1929 was a period of economic boom. Following the Great Depression, however, the company suffered economically for the next eight years. The Second World War severely crippled the railways. Trains were diverted to the Middle East and later, the Far East to combat the Japanese. Railway workshops were converted to ammunitions workshops and some tracks (such as Churchgate to Colaba in Bombay) were dismantled for use in war in other countries. By 1946 all rail systems had been taken over by the government
后期：到1875年，英国公司在印度投资了大约9500万英镑。到1880年，该网络的路线里程约为14500公里（9000英里），主要从孟买、马德拉斯和加尔各答三个主要港口城市向内辐射。到1895年，印度开始建造自己的火车头，并于1896年派遣工程师和火车头帮助建造乌干达铁路。1900年，大印度半岛铁路（GIPR）成为英国政府所有的公司。该网络扩展到现代的阿萨姆邦、拉贾斯坦邦、特伦甘纳邦和安得拉邦，很快各个独立王国开始拥有自己的铁路系统。1901年，成立了早期的铁路委员会，但这些权力是在寇松勋爵的领导下正式授予的。它隶属于商务部和工业部，由一位政府铁路官员担任主席，另外两位成员是一位来自英国的铁路经理和一家铁路公司的代理人。铁路公司有史以来第一次开始盈利。
收入：1920年至1929年期间是经济繁荣时期。然而，在大萧条之后，该公司在接下来的八年里遭受了经济损失。第二次世界大战使铁路严重瘫痪。火车被转移到中东，后来为了与日本人作战又被转移到远东。铁路车间被改建为弹药车间，一些轨道（如孟买的从教堂门站到克拉巴站）被拆除，用于其他国家的战争。到1946年，所有的铁路系统都被政府接管了
Revenues: The period between 1920 and 1929 was a period of economic boom. Following the Great Depression, however, the company suffered economically for the next eight years. The Second World War severely crippled the railways. Trains were diverted to the Middle East and later, the Far East to combat the Japanese. Railway workshops were converted to ammunitions workshops and some tracks (such as Churchgate to Colaba in Bombay) were dismantled for use in war in other countries. By 1946 all rail systems had been taken over by the government
后期：到1875年，英国公司在印度投资了大约9500万英镑。到1880年，该网络的路线里程约为14500公里（9000英里），主要从孟买、马德拉斯和加尔各答三个主要港口城市向内辐射。到1895年，印度开始建造自己的火车头，并于1896年派遣工程师和火车头帮助建造乌干达铁路。1900年，大印度半岛铁路（GIPR）成为英国政府所有的公司。该网络扩展到现代的阿萨姆邦、拉贾斯坦邦、特伦甘纳邦和安得拉邦，很快各个独立王国开始拥有自己的铁路系统。1901年，成立了早期的铁路委员会，但这些权力是在寇松勋爵的领导下正式授予的。它隶属于商务部和工业部，由一位政府铁路官员担任主席，另外两位成员是一位来自英国的铁路经理和一家铁路公司的代理人。铁路公司有史以来第一次开始盈利。
收入：1920年至1929年期间是经济繁荣时期。然而，在大萧条之后，该公司在接下来的八年里遭受了经济损失。第二次世界大战使铁路严重瘫痪。火车被转移到中东，后来为了与日本人作战又被转移到远东。铁路车间被改建为弹药车间，一些轨道（如孟买的从教堂门站到克拉巴站）被拆除，用于其他国家的战争。到1946年，所有的铁路系统都被政府接管了
Later Developments: In 1904, the idea to electrify the railway network was proposed by W.H White, chief engineer of the then Bombay Presidency government. He proposed the electrification of the two Bombay-based companies, the Great Indian Peninsula Railway and the Bombay Baroda and Central India Railway (now known as CR and WR respectively).
Collapsing of Railways: With the arrival of World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse. Large scale corruption by British officials involved in the running of these railways companies was rampant. Profits were never reinvested in the development of British colonial India. In 1920, with the network having expanded to 61,220 km (38,040 mi), a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues.The period between 1920 and 1929 was a period of economic boom; there were 41,000 mi (66,000 km) of railway lines serving the country; the railways represented a capital value of some 687 million sterling; and they carried over 620 million passengers and approximately 90 million tons of goods each year.
后来的发展：1904年，时任孟买总统府总工程师W.H White提出了铁路网电气化的想法。他提议对两家总部位于孟买的公司进行电气化改造，即大印度半岛铁路和孟买巴罗达铁路和印度中部铁路(现在分别被称为CR和WR)。
铁路崩溃：随着第一次世界大战的到来，铁路被用来满足英国在印度以外的需求。随着战争的结束，铁路处于失修和坍塌的状态。参与这些铁路公司运营的英国官员的大规模腐败十分猖獗。利润从未再投资于英国殖民地印度的发展。1920年，随着网络扩展到61220公里（38040英里），威廉·阿克沃斯爵士提出了中央管理的必要性。在阿克沃斯主持的东印度铁路委员会的基础上，政府接管了铁路的管理工作，并将铁路的财务与其他政府收入分离。1920年至1929年期间是经济繁荣时期；有41000英里（66000公里）的铁路线为该国服务；铁路的资本价值约为6.87亿英镑；它们每年运送超过6.2亿名乘客和大约9000万吨货物。
Collapsing of Railways: With the arrival of World War I, the railways were used to meet the needs of the British outside India. With the end of the war, the railways were in a state of disrepair and collapse. Large scale corruption by British officials involved in the running of these railways companies was rampant. Profits were never reinvested in the development of British colonial India. In 1920, with the network having expanded to 61,220 km (38,040 mi), a need for central management was mooted by Sir William Acworth. Based on the East India Railway Committee chaired by Acworth, the government took over the management of the Railways and detached the finances of the Railways from other governmental revenues.The period between 1920 and 1929 was a period of economic boom; there were 41,000 mi (66,000 km) of railway lines serving the country; the railways represented a capital value of some 687 million sterling; and they carried over 620 million passengers and approximately 90 million tons of goods each year.
后来的发展：1904年，时任孟买总统府总工程师W.H White提出了铁路网电气化的想法。他提议对两家总部位于孟买的公司进行电气化改造，即大印度半岛铁路和孟买巴罗达铁路和印度中部铁路(现在分别被称为CR和WR)。
铁路崩溃：随着第一次世界大战的到来，铁路被用来满足英国在印度以外的需求。随着战争的结束，铁路处于失修和坍塌的状态。参与这些铁路公司运营的英国官员的大规模腐败十分猖獗。利润从未再投资于英国殖民地印度的发展。1920年，随着网络扩展到61220公里（38040英里），威廉·阿克沃斯爵士提出了中央管理的必要性。在阿克沃斯主持的东印度铁路委员会的基础上，政府接管了铁路的管理工作，并将铁路的财务与其他政府收入分离。1920年至1929年期间是经济繁荣时期；有41000英里（66000公里）的铁路线为该国服务；铁路的资本价值约为6.87亿英镑；它们每年运送超过6.2亿名乘客和大约9000万吨货物。
Following the Great Depression, the railways suffered economically for the next eight years. The Second World War severely crippled the railways. Starting in 1939, about 40% of the rolling stock including locomotives and coaches was taken to the Middle East. The railway workshops were converted to ammunition workshops and many railway tracks were dismantled to help the Allies in the war. By 1946, all railway systems had been taken over by the government.
The British Colonial Railways went to this state from a huge revenue collecting company to a debt ridden company. After the World War 2 British Colonial Railways lost 151 Billion Dollars.
Reason for shutdown: For the need of the British forces and it allies, about 1573 km of railway line was dismantled, almost all the locomotives were taken to the middle east for the services there. All the Railway Workshops were either closed or converted into ammunition factory. While the rolling stocks were dismantled for the need of metals in the war. Moreover the crippling corruption that has taken over the Railway system was also the one of the prime factor for the crippling of the Railways in India.
大萧条之后，铁路在接下来的八年里遭受了经济损失。第二次世界大战使铁路严重瘫痪。从1939年开始，包括火车头在内的大约40%的铁路车辆被运往中东。铁路车厢被改建为弹药车间，许多铁轨被拆除，以帮助盟军参与战争。到1946年，所有的铁路系统都被政府接管了。
英国殖民地铁路公司（British Colonial Railways）从一家庞大的税收公司发展成为一家负债累累的公司。第二次世界大战后，英国殖民地铁路公司损失了1510亿美元。
停运原因：为了英国军队及其盟友的需要，大约1573公里的铁路线被拆除，几乎所有的火车头都被送往中东，在那里服役。所有的铁路车间不是关闭了就是改成了弹药厂。由于战争需要金属，铁路车辆被拆除了。此外，接管铁路系统的严重腐败也是印度铁路瘫痪的主要因素之一。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
The British Colonial Railways went to this state from a huge revenue collecting company to a debt ridden company. After the World War 2 British Colonial Railways lost 151 Billion Dollars.
Reason for shutdown: For the need of the British forces and it allies, about 1573 km of railway line was dismantled, almost all the locomotives were taken to the middle east for the services there. All the Railway Workshops were either closed or converted into ammunition factory. While the rolling stocks were dismantled for the need of metals in the war. Moreover the crippling corruption that has taken over the Railway system was also the one of the prime factor for the crippling of the Railways in India.
大萧条之后，铁路在接下来的八年里遭受了经济损失。第二次世界大战使铁路严重瘫痪。从1939年开始，包括火车头在内的大约40%的铁路车辆被运往中东。铁路车厢被改建为弹药车间，许多铁轨被拆除，以帮助盟军参与战争。到1946年，所有的铁路系统都被政府接管了。
英国殖民地铁路公司（British Colonial Railways）从一家庞大的税收公司发展成为一家负债累累的公司。第二次世界大战后，英国殖民地铁路公司损失了1510亿美元。
停运原因：为了英国军队及其盟友的需要，大约1573公里的铁路线被拆除，几乎所有的火车头都被送往中东，在那里服役。所有的铁路车间不是关闭了就是改成了弹药厂。由于战争需要金属，铁路车辆被拆除了。此外，接管铁路系统的严重腐败也是印度铁路瘫痪的主要因素之一。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Indian Railways in 1909
Indian Railways: Following independence in 1947, India inherited a decrepit rail network.Many lines had to be rerouted through Indian territory and new lines had to be constructed to connect important cities such as Jammu. A total of 42 separate railway systems, including 32 lines owned by the former Indian princely states existed at the time of independence spanning a total of 55,000 km. These were amalgamated into the Indian Railways.In 1952, it was decided to replace the existing rail networks by zones. A total of six zones came into being in 1952. As India developed its economy, almost all railway production units started to be built indigenously. The Railways began to electrify its lines to AC. On 6 September 2003 six further zones were made from existing zones for administration purpose and one more zone added in 2006. The Indian Railways has now sixteen zones.
Asaf Ali did became the first Indian to hold the office of British Colonial Railways
1909年的印度铁路
印度铁路：1947年独立后，印度继承了一个破旧的铁路网。许多线路不得不在印度领土上改道，并且必须建造新的线路来连接查谟等重要城市。独立时，共有42个独立的铁路系统，包括32条在独立时属于前印度土邦的铁路线，总长5.5万公里。这些铁路系统被合并为印度铁路。1952年，政府决定用区域取代现有的铁路网。1952年共设立了6个特区。随着印度经济的发展，几乎所有的铁路生产单位都开始在本土建造。铁路开始将其线路电气化为交流电。2003年9月6日，在现有的行政区域基础上又增加了六个区域，并于2006年增加了一个区域。印度铁路现在有16个区域。
阿萨夫·阿里确实成为了第一个担任英国殖民铁路办公室的印度人
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Indian Railways: Following independence in 1947, India inherited a decrepit rail network.Many lines had to be rerouted through Indian territory and new lines had to be constructed to connect important cities such as Jammu. A total of 42 separate railway systems, including 32 lines owned by the former Indian princely states existed at the time of independence spanning a total of 55,000 km. These were amalgamated into the Indian Railways.In 1952, it was decided to replace the existing rail networks by zones. A total of six zones came into being in 1952. As India developed its economy, almost all railway production units started to be built indigenously. The Railways began to electrify its lines to AC. On 6 September 2003 six further zones were made from existing zones for administration purpose and one more zone added in 2006. The Indian Railways has now sixteen zones.
Asaf Ali did became the first Indian to hold the office of British Colonial Railways
1909年的印度铁路
印度铁路：1947年独立后，印度继承了一个破旧的铁路网。许多线路不得不在印度领土上改道，并且必须建造新的线路来连接查谟等重要城市。独立时，共有42个独立的铁路系统，包括32条在独立时属于前印度土邦的铁路线，总长5.5万公里。这些铁路系统被合并为印度铁路。1952年，政府决定用区域取代现有的铁路网。1952年共设立了6个特区。随着印度经济的发展，几乎所有的铁路生产单位都开始在本土建造。铁路开始将其线路电气化为交流电。2003年9月6日，在现有的行政区域基础上又增加了六个区域，并于2006年增加了一个区域。印度铁路现在有16个区域。
阿萨夫·阿里确实成为了第一个担任英国殖民铁路办公室的印度人
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Present Indian Railways: We are now worlds largest Railway system being operated by a single organisation, Ministry of Railways. Is the World’s 7th biggest employer with a work force of more than thousands.
Want to know about the story of Indian Railways, the period of transition of Indian Railways then do please watch this documentary of National Geography on Great Indian Railways:
I am proud of my Indian Railways.
目前的印度铁路:我们现在是世界上最大的铁路系统，由一个单一的组织——铁道部运营，是世界第七大雇主，拥有数千名员工。
想了解印度铁路的故事，印度铁路的转型期，请观看这部关于大印度铁路的国家地理纪录片：《我为我的印度铁路感到骄傲（I am proud of my Indian Railways）》。
Want to know about the story of Indian Railways, the period of transition of Indian Railways then do please watch this documentary of National Geography on Great Indian Railways:
I am proud of my Indian Railways.
目前的印度铁路:我们现在是世界上最大的铁路系统，由一个单一的组织——铁道部运营，是世界第七大雇主，拥有数千名员工。
想了解印度铁路的故事，印度铁路的转型期，请观看这部关于大印度铁路的国家地理纪录片：《我为我的印度铁路感到骄傲（I am proud of my Indian Railways）》。
Sam Niroula
What has been the 'Before Independence' and ' After Independence' scene for the Indian Railways?
Despite beginning life as a by-product of British colonial rule, India’s railways have come to define and shape the country over the course of the last century and a half. Tracks that were laid to boost a regime and fill the coffers of foreign investors evolved to support the country itself, forming a staggeringly vast network which you could call a jewel in the Indian crown.
1853-1869: Launching passenger rail services
Although rail services in India were initially proposed in the 1830s, historians cite 16 April 1853 as the kickstarter for India’s passenger rail revolution. On this date, the country’s first passenger train set off on a 34km journey between Bombay’s BoriBunder station and Thane. It consisted of 14 cars being hauled by three steam locomotives, and carried 400 passengers.
印度铁路的“独立前”和“独立后”是什么场景？
尽管印度铁路最初是英国殖民统治的副产品，但在过去的一个半世纪里，它已经开始定义和塑造这个国家。这些铁轨原本是为巩固政权和填补外国投资者金库而铺设的，后来演变成支持这个国家本身，形成了一个惊人的庞大网络，你可以称之为印度皇冠上的一颗明珠。
1853-1869年：推出客运铁路服务
尽管印度的铁路服务最初是在19世纪30年代提出的，但历史学家认为1853年4月16日是印度客运铁路革命的开端。这一天，该国第一列客运列车在孟买的BoriBunder站和塔那之间启动了34公里的旅程。它由三辆蒸汽机车牵引的14节车厢组成，可搭载400名乘客。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
What has been the 'Before Independence' and ' After Independence' scene for the Indian Railways?
Despite beginning life as a by-product of British colonial rule, India’s railways have come to define and shape the country over the course of the last century and a half. Tracks that were laid to boost a regime and fill the coffers of foreign investors evolved to support the country itself, forming a staggeringly vast network which you could call a jewel in the Indian crown.
1853-1869: Launching passenger rail services
Although rail services in India were initially proposed in the 1830s, historians cite 16 April 1853 as the kickstarter for India’s passenger rail revolution. On this date, the country’s first passenger train set off on a 34km journey between Bombay’s BoriBunder station and Thane. It consisted of 14 cars being hauled by three steam locomotives, and carried 400 passengers.
印度铁路的“独立前”和“独立后”是什么场景？
尽管印度铁路最初是英国殖民统治的副产品，但在过去的一个半世纪里，它已经开始定义和塑造这个国家。这些铁轨原本是为巩固政权和填补外国投资者金库而铺设的，后来演变成支持这个国家本身，形成了一个惊人的庞大网络，你可以称之为印度皇冠上的一颗明珠。
1853-1869年：推出客运铁路服务
尽管印度的铁路服务最初是在19世纪30年代提出的，但历史学家认为1853年4月16日是印度客运铁路革命的开端。这一天，该国第一列客运列车在孟买的BoriBunder站和塔那之间启动了34公里的旅程。它由三辆蒸汽机车牵引的14节车厢组成，可搭载400名乘客。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
The line was built through an alliance between the Great Indian Peninsular Railway (GIPR) – incorporated in 1849 – and the East India Company, which at that point ruled large swathes in India. Its success spurred subsequent launches of railways in Eastern India (1854) and South India (1856). Following the opening of the Calcutta-Delhi line in 1864 and the Allahabad-Jabalpur line in 1867, these lines were lixed with the GIPR to create a 4,000-mile network spanning the width of India.
This early era of passenger travel was primarily funded by private companies under a guarantee system created by the British Parliament, which ensured they would receive a certain rate of interest on their capital investment. In total, eight railway companies were established between 1855 and 1860, including Eastern India Railway, Great India Peninsula Company, Madras Railway, Bombay Baroda and Central India Railway.
这条线路是通过1849年成立的大印度半岛铁路（GIPR）和当时统治印度大片地区的东印度公司联盟建造的。它的成功促使随后在印度东部（1854年）和南印度（1856年）开通了铁路。1864年加尔各答至德里线和1867年阿拉哈巴德至贾巴尔普尔线开通后，这些线路与GIPR相连，形成了一个横跨印度全境的4000英里网络。
这一早期的客运时代主要由私人公司根据英国议会建立的担保制度提供资金，该制度确保他们的资本投资获得一定的利率。1855年至1860年间，共成立了八家铁路公司，包括东印度铁路公司、大印度半岛公司、马德拉斯铁路公司、孟买-巴罗达铁路公司和中印度铁路公司。
This early era of passenger travel was primarily funded by private companies under a guarantee system created by the British Parliament, which ensured they would receive a certain rate of interest on their capital investment. In total, eight railway companies were established between 1855 and 1860, including Eastern India Railway, Great India Peninsula Company, Madras Railway, Bombay Baroda and Central India Railway.
这条线路是通过1849年成立的大印度半岛铁路（GIPR）和当时统治印度大片地区的东印度公司联盟建造的。它的成功促使随后在印度东部（1854年）和南印度（1856年）开通了铁路。1864年加尔各答至德里线和1867年阿拉哈巴德至贾巴尔普尔线开通后，这些线路与GIPR相连，形成了一个横跨印度全境的4000英里网络。
这一早期的客运时代主要由私人公司根据英国议会建立的担保制度提供资金，该制度确保他们的资本投资获得一定的利率。1855年至1860年间，共成立了八家铁路公司，包括东印度铁路公司、大印度半岛公司、马德拉斯铁路公司、孟买-巴罗达铁路公司和中印度铁路公司。
1869-1900: Famine and economic growth
Following the Indian rebellion of 1857 and the subsequent liquidation of the East India Company, the British Raj reigned supreme in India. From 1869-1881, it took control of railway construction from external contractors and increased expansion to help areas struck by famine after intense droughts in the country. The length of the network reached 9,000 miles by 1880, with lines snaking inward from the three major port cities of Bombay, Madras and Calcutta.
The 1890s saw the introduction of new passenger amenities, including toilets, gas lamps and electric lighting. By this point the popularity of the railways had skyrocketed and overcrowding led to the creation of a fourth class onboard. By 1895, India had started building its own locomotives and by 1896 was able to send its own experts and equipment to assist with the construction of the Uganda Railway.
1869-1900年：饥荒与经济增长
1857年印度叛乱和随后东印度公司的清算之后，英国统治在印度至高无上。从1869-1881年，它从外部承包商手中接管了铁路建设，并加大了扩建力度，以帮助该国严重干旱后遭受饥荒的地区。到1880年，该网络的长度达到9000英里，线路从孟买、马德拉斯和加尔各答三个主要港口城市蜿蜒向内。
19世纪90年代引入了新的乘客设施，包括厕所、煤气灯和电灯。此时，铁路的受欢迎程度飙升，过度拥挤导致了四等车厢的出现。到1895年，印度开始建造自己的机车，到1896年，印度能够派遣自己的专家和设备协助建设乌干达铁路。
Following the Indian rebellion of 1857 and the subsequent liquidation of the East India Company, the British Raj reigned supreme in India. From 1869-1881, it took control of railway construction from external contractors and increased expansion to help areas struck by famine after intense droughts in the country. The length of the network reached 9,000 miles by 1880, with lines snaking inward from the three major port cities of Bombay, Madras and Calcutta.
The 1890s saw the introduction of new passenger amenities, including toilets, gas lamps and electric lighting. By this point the popularity of the railways had skyrocketed and overcrowding led to the creation of a fourth class onboard. By 1895, India had started building its own locomotives and by 1896 was able to send its own experts and equipment to assist with the construction of the Uganda Railway.
1869-1900年：饥荒与经济增长
1857年印度叛乱和随后东印度公司的清算之后，英国统治在印度至高无上。从1869-1881年，它从外部承包商手中接管了铁路建设，并加大了扩建力度，以帮助该国严重干旱后遭受饥荒的地区。到1880年，该网络的长度达到9000英里，线路从孟买、马德拉斯和加尔各答三个主要港口城市蜿蜒向内。
19世纪90年代引入了新的乘客设施，包括厕所、煤气灯和电灯。此时，铁路的受欢迎程度飙升，过度拥挤导致了四等车厢的出现。到1895年，印度开始建造自己的机车，到1896年，印度能够派遣自己的专家和设备协助建设乌干达铁路。
1901-1925: Moves towards centralisation
After years of construction and financial investment the railways finally began to make a profit in 1901. Nevertheless, it was during the early years of this century that the scale of government intervention increased dramatically. GIPR was the first company to become state-owned in 1900. By 1907, the government had purchased all major lines and began leasing them back to private operators.
The Railway Board was established in 1901, including a government official, an English railway manager and an agent of one of the company railways. In 1905, its powers were formalised by the government under then viceroy Lord Curzon, and the board has grown in size and prominence ever since. Movements were also made towards a more centralised management system, with both GIPR and East Indian Railways (EIR) being nationalised in 1923.
Nevertheless, World War I took its toll on Indian rail development, with production diverted to meet British requirements outside of India. By the end of the war, the network was in a state of disrepair, with many services restricted or downgraded. Railway finances were separated from the general budget in 1924, with the railway receiving its first individual dividend in 1925.
1901-1925年：走向中央集权
经过多年的建设和财政投资，铁路终于在1901年开始盈利。然而，正是在本世纪初，政府干预的规模急剧增加。GIPR是1900年第一家成为国有企业的公司。到1907年，政府已经购买了所有主要线路，并开始将其租回私人运营商。
铁路委员会成立于1901年，包括一名政府官员、一名英国铁路经理和一家铁路公司的代理人。1905年，当时的总督寇松勋爵领导下的政府正式确立了董事会的权力，此后董事会的规模和知名度不断扩大。1923年，GIPR和东印度铁路公司（EIR）都被国有化，这也促使管理系统更加集中。
尽管如此，第一次世界大战对印度铁路发展造成了影响，生产被转移到印度以外的地方以满足英国的要求。到战争结束时，该铁路网络处于失修状态，许多服务受到限制或遭遇降级。1924年，铁路财政从一般预算中分离出来，1925年，铁路获得了第一笔个人股息。
After years of construction and financial investment the railways finally began to make a profit in 1901. Nevertheless, it was during the early years of this century that the scale of government intervention increased dramatically. GIPR was the first company to become state-owned in 1900. By 1907, the government had purchased all major lines and began leasing them back to private operators.
The Railway Board was established in 1901, including a government official, an English railway manager and an agent of one of the company railways. In 1905, its powers were formalised by the government under then viceroy Lord Curzon, and the board has grown in size and prominence ever since. Movements were also made towards a more centralised management system, with both GIPR and East Indian Railways (EIR) being nationalised in 1923.
Nevertheless, World War I took its toll on Indian rail development, with production diverted to meet British requirements outside of India. By the end of the war, the network was in a state of disrepair, with many services restricted or downgraded. Railway finances were separated from the general budget in 1924, with the railway receiving its first individual dividend in 1925.
1901-1925年：走向中央集权
经过多年的建设和财政投资，铁路终于在1901年开始盈利。然而，正是在本世纪初，政府干预的规模急剧增加。GIPR是1900年第一家成为国有企业的公司。到1907年，政府已经购买了所有主要线路，并开始将其租回私人运营商。
铁路委员会成立于1901年，包括一名政府官员、一名英国铁路经理和一家铁路公司的代理人。1905年，当时的总督寇松勋爵领导下的政府正式确立了董事会的权力，此后董事会的规模和知名度不断扩大。1923年，GIPR和东印度铁路公司（EIR）都被国有化，这也促使管理系统更加集中。
尽管如此，第一次世界大战对印度铁路发展造成了影响，生产被转移到印度以外的地方以满足英国的要求。到战争结束时，该铁路网络处于失修状态，许多服务受到限制或遭遇降级。1924年，铁路财政从一般预算中分离出来，1925年，铁路获得了第一笔个人股息。
1925-1946: Electrification and hard times
The first electric train ran between Bombay and Kurla on 3 February, 1925, setting a precedent for further electrification in the coming years. By 1929, the railway network had grown to an overall length of 66,000km and carried approximately 620 million passengers and 90 million tonnes of goods annually.
Nevertheless, in the last days of the British Raj, world events continued to play a role in rail activity. The economic depression kick-started by the Wall Street Crash resulted in INR11m being withdrawn from the railway reserve fund. Meanwhile, World War II also stymied railway development, as wagons were extensively commandeered for military movements.
1925-1946年：电气化和艰难时期
1925年2月3日，第一列电气化火车在孟买和库拉之间运行，开创了未来几年进一步电气化的先例。到1929年，铁路网全长6.6万公里，每年运送约6.2亿乘客和9000万吨货物。
尽管如此，在英国统治的最后几天，世界性事件继续在铁路活动中发挥作用。华尔街崩盘引发的经济萧条导致1100万印度卢比从铁路储备基金中被提取。与此同时，第二次世界大战也阻碍了铁路的发展，因为货车被广泛征用用于军事行动。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
The first electric train ran between Bombay and Kurla on 3 February, 1925, setting a precedent for further electrification in the coming years. By 1929, the railway network had grown to an overall length of 66,000km and carried approximately 620 million passengers and 90 million tonnes of goods annually.
Nevertheless, in the last days of the British Raj, world events continued to play a role in rail activity. The economic depression kick-started by the Wall Street Crash resulted in INR11m being withdrawn from the railway reserve fund. Meanwhile, World War II also stymied railway development, as wagons were extensively commandeered for military movements.
1925-1946年：电气化和艰难时期
1925年2月3日，第一列电气化火车在孟买和库拉之间运行，开创了未来几年进一步电气化的先例。到1929年，铁路网全长6.6万公里，每年运送约6.2亿乘客和9000万吨货物。
尽管如此，在英国统治的最后几天，世界性事件继续在铁路活动中发挥作用。华尔街崩盘引发的经济萧条导致1100万印度卢比从铁路储备基金中被提取。与此同时，第二次世界大战也阻碍了铁路的发展，因为货车被广泛征用用于军事行动。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
1947-1980: Partition
In 1947, the departure of Britain split the nation in two, causing a ripple effect across the railways as more than 40% of the network was lost to the newly created Pakistan. Two major lines, the Bengal Assam and North Western Railway, were divvied up and isolated from the Indian rail system. In the post-partition furore, violent mobs damaged railway infrastructure and attacked trains carrying refugees.
A few years later, Indian Railways set about manifesting its own destiny, acquiring the majority of control over railway franchises in 1949-1950. In 1951-1952, it began reorganising the network into zones. The first train between India and Pakistan, the Samihauta Express, began running between Amritsar and Lahore in 1976.
Moving into the latter half of the 20th century, the railways increasingly made steps towards modernisation. Colonial-era locomotives were replaced with state-of-the art trains, while moves to adopt 25kv AC traction in the 1950s drove set off a new drive towards electrification.
1947年至1980年：分区
1947年，英国的离开将国家一分为二，造成了铁路方面的连锁反应，超过40%的铁路网被新建立的巴基斯坦所取代。孟加拉-阿萨姆邦和西北铁路这两条主要线路被分割，并与印度铁路系统隔离。在分治后的暴乱中，暴力暴徒破坏了铁路基础设施，袭击了载有难民的火车。
几年后，印度铁路公司开始展现自己的命运，在1949-1950年获得了铁路特许经营权的大部分控制权。1951-1952年，它开始将网络按区域重组。1976年，印度和巴基斯坦之间的第一列火车Samihuta特快列车开始在阿姆利则和拉合尔之间运行。
进入20世纪后半叶，铁路越来越多地走向现代化。殖民时代的机车被最先进的列车取代，而20世纪50年代采用25千伏交流牵引的举措引发了电气化的新潮流。
In 1947, the departure of Britain split the nation in two, causing a ripple effect across the railways as more than 40% of the network was lost to the newly created Pakistan. Two major lines, the Bengal Assam and North Western Railway, were divvied up and isolated from the Indian rail system. In the post-partition furore, violent mobs damaged railway infrastructure and attacked trains carrying refugees.
A few years later, Indian Railways set about manifesting its own destiny, acquiring the majority of control over railway franchises in 1949-1950. In 1951-1952, it began reorganising the network into zones. The first train between India and Pakistan, the Samihauta Express, began running between Amritsar and Lahore in 1976.
Moving into the latter half of the 20th century, the railways increasingly made steps towards modernisation. Colonial-era locomotives were replaced with state-of-the art trains, while moves to adopt 25kv AC traction in the 1950s drove set off a new drive towards electrification.
1947年至1980年：分区
1947年，英国的离开将国家一分为二，造成了铁路方面的连锁反应，超过40%的铁路网被新建立的巴基斯坦所取代。孟加拉-阿萨姆邦和西北铁路这两条主要线路被分割，并与印度铁路系统隔离。在分治后的暴乱中，暴力暴徒破坏了铁路基础设施，袭击了载有难民的火车。
几年后，印度铁路公司开始展现自己的命运，在1949-1950年获得了铁路特许经营权的大部分控制权。1951-1952年，它开始将网络按区域重组。1976年，印度和巴基斯坦之间的第一列火车Samihuta特快列车开始在阿姆利则和拉合尔之间运行。
进入20世纪后半叶，铁路越来越多地走向现代化。殖民时代的机车被最先进的列车取代，而20世纪50年代采用25千伏交流牵引的举措引发了电气化的新潮流。
1980-2000: Technology and phasing out steam
The 1980s saw a complete phase-out of steam locomotives, as electrification was spurred on by energy crises in the 1970s. Around 4,500km of track was electrified between 1980 and 1990. Meanwhile, India’s first metro system opened in Calcutta in 1984.
Though economic stagnation and political upheaval blocked growth of the network in the 80s, the 90s saw the opening of the Konkan Railway; a 738km behemoth connecting the western coast of India with the rest of the country.
However, the major revolution of the period came from the world of computing. In particular, the Indian Railways online passenger reservation system was launched in 1985 and gradually introduced at Delhi, Madras, Bombay and Calcutta. This was designed to allow passengers to reserve and cancel accommodation on any train from any terminal – a vital boon for passengers – and was extended with the introduction of the country-wide network of computerised enhanced reservation and ticketing (CONCERT) in 1995.
1980-2000年：科技发展和逐步淘汰蒸汽
20世纪80年代，由于20世纪70年代的能源危机刺激了电气化，蒸汽机车全面淘汰。1980年至1990年间，约4500公里的轨道实现了电气化。与此同时，印度第一个地铁系统于1984年在加尔各答开通。
尽管80年代经济停滞和政治动荡阻碍了铁路网的发展，但90年代康坎铁路开通了;这条长738公里的庞然大物连接着印度西海岸和该国其他地区。
然而，这一时期的重大革命来自计算机世界。特别是，印度铁路公司于1985年推出了在线乘客预订系统，并在德里、马德拉斯、孟买和加尔各答逐步推出。这项服务的目的是允许乘客在任何终点站的任何火车上预订和取消车票，这对乘客来说是一个至关重要的福利。1995年，全国范围内的电脑化增强预订和售票网络(CONCERT)的引入扩展了这一服务。
The 1980s saw a complete phase-out of steam locomotives, as electrification was spurred on by energy crises in the 1970s. Around 4,500km of track was electrified between 1980 and 1990. Meanwhile, India’s first metro system opened in Calcutta in 1984.
Though economic stagnation and political upheaval blocked growth of the network in the 80s, the 90s saw the opening of the Konkan Railway; a 738km behemoth connecting the western coast of India with the rest of the country.
However, the major revolution of the period came from the world of computing. In particular, the Indian Railways online passenger reservation system was launched in 1985 and gradually introduced at Delhi, Madras, Bombay and Calcutta. This was designed to allow passengers to reserve and cancel accommodation on any train from any terminal – a vital boon for passengers – and was extended with the introduction of the country-wide network of computerised enhanced reservation and ticketing (CONCERT) in 1995.
1980-2000年：科技发展和逐步淘汰蒸汽
20世纪80年代，由于20世纪70年代的能源危机刺激了电气化，蒸汽机车全面淘汰。1980年至1990年间，约4500公里的轨道实现了电气化。与此同时，印度第一个地铁系统于1984年在加尔各答开通。
尽管80年代经济停滞和政治动荡阻碍了铁路网的发展，但90年代康坎铁路开通了;这条长738公里的庞然大物连接着印度西海岸和该国其他地区。
然而，这一时期的重大革命来自计算机世界。特别是，印度铁路公司于1985年推出了在线乘客预订系统，并在德里、马德拉斯、孟买和加尔各答逐步推出。这项服务的目的是允许乘客在任何终点站的任何火车上预订和取消车票，这对乘客来说是一个至关重要的福利。1995年，全国范围内的电脑化增强预订和售票网络(CONCERT)的引入扩展了这一服务。
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