Chhapri Otaro Sukkur: Historical and Cultural Significance

Historical Background of Chhapri Otaro

Sukkur, a prominent city in Sindh, rose to prominence during the British era in 1838 as “New Sukkur.” During this period, the British army established a presence in Sukkur to prepare for the First Anglo-Afghan War. Before their arrival, a port for boats existed along the Indus River, locally referred to as “Chhapri Patan.” Sindhi: ڇپري پتڻ Small huts and shops were set up around this port, leading to the area being called Chhapri Bazaar.

With the arrival of the British, developmental works began in Sukkur. After capturing Bukkur Fort, the British stationed their troops on the hills and lower areas of Sukkur, transforming the city into a cantonment. They constructed embankments along the river to protect the city and initiated settlements on cultivable lands. Among these lands were those owned by Syed Muhammad Shah Al-Musavi, whose followers, known as Bhattas, cultivated the area. When the waters of Abkalani flooded the land, it was used for seasonal farming.

Syed Muhammad Shah had established the otaro before the British arrival, where he initiated the tradition of the Muharram taziya procession, a practice that remains unbroken to this day.

Syed Muhammad Shah Al-Musavi and Chhapri Otaro

Among these lands was property belonging to Mirak Mahmood, also known as Syed Muhammad Shah Al-Musavi, son of Syed Murand Shah, whose lineage traces back through:

Syed Muhammad Shah → Syed Murand Shah → Syed Muhammad Baqar → Syed Muhammad Afzal → Syed Muhammad Akram → Syed Muhammad Azam → Mirak Mahmood → Mirak Abdul Awwal → Syed Muhammad Abdullah → Syed Mir Abdul Baqi Purani (d. 1019 Hijri)

Syed Muhammad Shah passed away on 29 Muharram 1284 AH (2 June 1868 CE) and, as per his will, was buried at Chhapri Otaro, where his father, Syed Murand Shah, was also laid to rest. A caretaker of the otaro, Joot Ali Faqir, installed a marble headstone at his grave, inscribed with the date of his passing. While the headstone records his father’s name as Mehr Shah Al-Musavi, genealogical records confirm it as Syed Murand Shah.

Syed Muhammad Shah had no male heirs but left behind two daughters. One was married to Syed Fateh Muhammad Shah Shirazi, and the other to Mirak Sachal Shah Musavi (d. 16 Jamadi-ul-Awwal 1330 AH, 4 May 1912 CE), son of Syed Dittal Shah Musavi.

Muharram and the Taziya Tradition

Chhapri Otaro holds immense significance during Muharram, particularly for its taziya procession on the 10th of Muharram, considered Sukkur’s oldest such tradition. Initially, the procession was known as the “Kari Masjid” taziya, established by Ustad Muhammad Usman Bhatti, who was 95 years old in 1930. Today, a new matam (mourning ritual) has been introduced, performed annually on the 10th of Muharram.

The otaro is currently managed by Anjuman Hyderi, which also oversees a mosque and a madrasa on the premises. These institutions serve as centers for religious and community activities in the area.

Cultural and Social Significance

Chhapri Otaro is not only a religious site but also a symbol of Sukkur’s cultural and social evolution. It reflects the city’s historical transformation during the British era, with the establishment of shops, huts, and subsequent developmental works. The otaro’s role in hosting Muharram rituals and its association with Anjuman Hyderi fosters unity and solidarity within the local community.

The site stands as a testament to Sukkur’s rich history, blending its pre-colonial roots with the changes brought by British rule, making it a focal point of both spiritual and cultural heritage.

References and Sources

Based on oral history shared by Sayed Imdad Hussain Shah Rizvi of Kotai, Rohri

Books:

1. Rohri joon Sadhiyoon Tee Soraiteen Sadiyoon by Sayed Abdul Hussain Shah Musavi (Local Rohri history).

2. History of Sukkur by Maulana Din Muhammad Wafai, Published by Sindhi Adabi Board, 1985.

3. Cultural History of Sindh by Dr. Nabi Bux Baloch, Published by Sindhi Adabi Board, 1990.

Links:

1. Sindh Cultural Heritage (Accessed: September 2025).

Post: Sayed Sajjad Hussain Musavi

© 2025 Discover Rohri The Ancient City of Sindh

Chhapri Otaro, Sukkur, History, Culture, Anjuman Hyderi, Syed Muhammad Shah

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The Surveys and Designers of Lansdowne Bridge in Rohri

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

The third proposal came from Sir Guilford Lindsey Molesworth, a consultant engineer since 1871. Molesworth suggested a three-hinged arched bridge, drawing on his expertise in Indian railways. During his tenure with the Indian State Railways, 3,984 miles of track were approved, with 3,450 miles laid. However, this arched design was not accepted for the Indus site, though similar concepts later influenced other bridges, like the Ayub Bridge in 1962.

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

James Richard Bell, born in 1841 and passing on July 14, 1913, in Kent, England, handled the fourth survey. Bell proposed a parallel truss cantilever bridge with a 680-foot main span. This balanced design was innovative but not approved by the government. Bell's career began with the Madras Railway and extended to the State Railways until his retirement in 1896.

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

The accepted design was submitted by Sir Alexander Meadows Rendel, a civil engineer born in 1828 in Plymouth, England. Arriving in India in 1857, Rendel served on the low-gauge railway commission in 1870 and as a consulting engineer for Indian Railways. His proposal featured two cantilevers, each 310 feet long and 169 feet high, with a 200-foot central span. The bridge's iron weight totaled 3,300 tons, with a 15-foot roadway above and a 5-foot-6-inch rail gauge. Clearance was 52 feet in normal conditions and 35 feet during floods.

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.

Post: Sayed Sajjad Hussain Musavi

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History, Engineering, Pakistan

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