The Surveys and Designers of Lansdowne Bridge in Rohri: Engineering Marvel of British India
The Lansdowne Bridge, spanning the Indus River between Sukkur and Rohri in present-day Pakistan, stands as a testament to 19th-century engineering prowess. This iconic cantilever truss bridge, completed in 1889, was the result of years of planning, multiple surveys, and innovative designs under British colonial rule. For decades, the bridge facilitated rail and road connectivity, linking Lahore to Karachi and overcoming the formidable Indus River barrier. In this article, we delve into the history of its construction surveys and the key designers involved, highlighting the evolution from initial proposals to the final accepted design.
Historical Context and Initial Planning
The idea for a bridge over the Indus at Sukkur-Rohri had been under consideration by the British Government since the mid-19th century. The Indus Valley State Railway reached Sukkur in 1879, but crossing the river relied on a cumbersome steam ferry capable of carrying only eight wagons at a time. This inefficiency prompted urgent calls for a permanent structure to ensure seamless rail links. Practical work began around 1872-1874, with the site chosen at Bukkur Island due to the river's natural division into Sukkur and Rohri channels. However, the silty riverbed posed significant challenges for foundations.
Between 1872 and 1882, five distinct surveys and designs were proposed, each addressing the technical hurdles of spanning the wide, flood-prone Indus. These efforts involved prominent engineers from the Public Works Department and Indian Railways, reflecting the era's blend of military strategy and commercial ambition. The rejected designs paved the way for the innovative cantilever approach that ultimately succeeded.
First Survey and Design: James Ramsay
The inaugural survey in 1872-1874 was conducted by James Ramsay, an engineer from the Public Works Department. Ramsay proposed a 650-foot-long suspension bridge, a bold idea for the time, aiming to suspend the structure across the river's expanse. However, this design was not approved, likely due to concerns over feasibility and cost in the challenging terrain. Ramsay later served as Chief Engineer of the Sindh Sagar Railway in 1880, contributing to broader infrastructure projects in British India. His work exemplified early attempts to tame the Indus, setting the stage for subsequent innovations.
Ramsay's background in colonial engineering included collaborations with graduates from institutions like the Royal Indian Engineering College at Coopers Hill, though he himself was not an alumnus. His proposal, while rejected, highlighted the suspension bridge concept that influenced later global designs.
Second Survey and Design: Major General Sir James Browne
In 1875, the survey continued under Major General Sir James Browne (often misspelled as Brown), a multifaceted military engineer and administrator. Born on September 16, 1839, in France, Browne was the first British officer in India to pass the Pashto language exam in 1860. His career included participation in tribal campaigns, such as against the Masud Waziri tribe, and service as an interpreter in the 1863 Ambala expedition. Browne also engineered forts in Kohat, roads in Lahore, and a 120-mile mountainous path in Kangra.
For the Lansdowne Bridge, Browne recommended a stiffened suspension bridge with steel links and a 786-foot span. This rigid design aimed to withstand the river's floods but was ultimately rejected due to exorbitant costs, causing Browne considerable regret. Beyond this, he spent two years (1871-1873) studying iron bridges in Europe and America, later becoming Chief Engineer of the Sindh-Pishin Railway in 1884. He laid 70 miles of track from Sukkur to Quetta in 1876 and served as Governor-General's Agent in Balochistan until his death on June 13, 1896, in Quetta. Buried in London, Browne's legacy includes his memoir, detailed in "The Life and Times of General Sir James Browne" by General J.J. McLeod Innes (1905).
An intriguing anecdote from Browne's survey involves a dispute during the Sukkur phase. A snag of trees obstructed the site, and locals prevented its removal. Undeterred, Browne reportedly tied the obstruction to a steamer at night and dragged it into the river, submerging it. This led to complaints to the local collector, but after investigation, no action was taken against him. Such incidents underscore the tensions between colonial projects and local communities. Additionally, a disagreement arose with an individual from the Khairpur State during the survey, highlighting logistical and interpersonal challenges.
Third Survey and Design: Sir Guilford Molesworth
Born in 1828 and dying in 1925, Molesworth was knighted KCIE for his contributions. He designed structures like the Attock Bridge over the Indus (completed 1883), which featured dual decks for rail and road. His work on the Lansdowne proposal, though rejected, demonstrated arched bridge viability in flood-prone areas.
Fourth Survey and Design: James Richard Bell
His notable achievements include designing the Empress Bridge over the Sutlej, the Mitra Bridge on the Yamuna, and the Sher Shah Bridge over the Chenab. Bell also laid track from Ruk to Bolan Pass in record time and worked on the Hyderabad-Umerkot railway in 1890. His techniques inspired literary works, such as Rudyard Kipling's "The Bridge-Builders," where Bell's embankments are referenced.
Fifth and Final Design: Sir Alexander Meadows Rendel
Construction, supervised by F.E. Robertson and Hecquet, began in 1887 and finished in 1889 at a cost of Rs 2,696,000. Challenges included erecting 240-ton derricks and assembling the center span during floods, with six lives lost. Rendel also designed bridges like the Upper Sone at Patna, Alexandra over the Chenab, Hardinge on the Ganges, and Empress on the Sutlej. He died on January 23, 1918, in London. His family legacy is chronicled in "The Rendel Connection: A Dynasty of Engineers" by M.R. Lane (1989, Quiller Press, ISBN 1-870948-01-7).
Naming and Legacy
Initially termed the Rohri Channel Bridge or Sukkur Channel Bridge, and sometimes the Indus Bridge in documents, it was renamed Lansdowne Bridge after Viceroy Lord Lansdowne upon inauguration on March 25, 1889. The ceremony, led by Lord Reay, featured an ornamental padlock by J.L. Kipling.
The bridge served dual purposes until 1962, when the Ayub Bridge took over road traffic. Today, it remains a symbol of colonial engineering, with its 790-foot longest span once the world's largest cantilever. Its story reflects the perseverance of engineers like Ramsay, Browne, Molesworth, Bell, and Rendel in bridging divides both literal and metaphorical.
References
- Lane, M.R. (1989). The Rendel Connection: A Dynasty of Engineers. Quiller Press. ISBN 1-870948-01-7.
- Innes, J.J.M. (1905). The Life and Times of General Sir James Browne. John Murray.
- Bowden, R. (2004). Settlements of the Indus River. Heinemann-Raintree Library. ISBN 1403457182.
- Additional sources: Wikipedia entries on Lansdowne Bridge and engineers; FIBIwiki historical records.
History, Engineering, Pakistan
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