# Vizagapatam/Chapter 7

CHAPTER VII.
MEANS OF COMMUNICATION.
ROADS — In the plains; their condition in 1850— Beginnings of extension — Their present condition — Chief lines of communication — Bridges — Roads in the Agency — Lammasingi ghát — Minamalúr ghát — Anantagiri ghát— Pottangi ghát and road to Jeypore — Roads on the Jeypore plateau — Lakshmipur ghát — Párvatípur-Ráyagada road — Roads in Gunupur Agency — Sitámpéta pass — Future extensions — Vehicles — Travellers' bungalows and chattrams. RAILWAYS — The Madras and Bengal-Nagpur lines — The proposed Vizianagram-Raipur line. LINES OF STEAMERS.
THE roads of the district divide themselves into two groups; namely, those in the low country and those in the Agency. Except the Ittikavalasa-Jeypore line under the Public Works department, they are in charge of the local boards.
Even as late as forty years ago, the great want of the low country was roads, From 1825 to 1850 nothing was done, or next to nothing; the annual outlay on construction and repairs during that period averaging little more than Rs. 1,800. At the close of 1849 the Collector, Mr. Smollett, was requested to report on the roads of the Vizagapatam district. Mistaking, as well he might, the drift of the requisition, he submitted a carefully compiled statement of the roads available for shipping. On being set right, he explained that there was nothing to be said about the other kind of roads, there being 'not a mile of road in the district along which you can drive a gig or a pig.'
A beginning was made in 1851, when the line from Vizianagram to Bimlipatam was made by public subscription, the Rája contributing Rs. 5,000 out of the Rs. 8,500 required. Government built the bridge on this over the Góstani river at Chittivalasa, and it was washed away the same year. Between 1853 and 1855 about half a lakh was spent in earth-work, but the roads were not properly completed. Even 'the great northern trunk road,' which ran right through the district from Páyakaraopéta, past Anakápalle, Subbavaram and Chittivalasa, and thence parallel to the coast to Chicacole, entirely belied its high-sounding name at this time, being in some places entirely obliterated. Bridges along it and cross roads connecting with it were ​practically non-existent. To cross the rivers, carts had to be unloaded, taken off their wheels and ferried over on palmyra rafts.
The roads from Pá1konda to Párvatípur and to Chípurupalle, and the link between Vizagapatam and Anakápalle were next undertaken, but the want of funds occasioned by the Mutiny stopped their completion and they rapidly went to pieces. In 1860 the Deputy Chief Engineer said that ' with the exception of the road from Vizagapatam to Chittivalasa and thence to Vizianagram, there can hardly be said to be a thoroughly made road in the whole of the district.' In 1862 a little more activity was possible and (the Rája of Vizianagram having contributed Rs. 63,500 for the purpose) the roads from Vizagapatam and Vizianagram to Kásipuram, at the foot of the Anantagiri ghát referred to below, were undertaken. The idea at that time was to construct the main road to Jeypore up this ghát. In 1862-63 funds were allotted for the construction of the trunk road from Chittivalasa to Chicacole, 40 miles, and from Vizianagram to Chípurupalle; and thereafter progress was comparatively rapid.
The condition of the existing roads is usually excellent, the red soil which covers the greater part of the district providing them with a solid foundation. Their milestones are equally substantial, being all built into the sides of solid pillars of masonry lest perchance the metal contractors should move them about and so make illicit profits.
The chief lines of communication are the trunk road from páyakaraopéta to Chicacole, already mentioned, and the various cross roads which run from this to the sea on the one side and the gháts leading down from the Agency on the other. The map attached to this volume illustrates these better than any written description can hope to do. The more important of them are (a)that from Póavaram on the coast to Narasapatam, and so to Kondasanta at the foot of the Lammasingi ghát to the Golgonda hills, (b) from Púdimadaka, through Anakápalle and Chódavaram, to Mádgole at the foot of the Minamalúr ghát to the Mádgole hills, (c) from Vizagapatam to Bodára (Bowdara) on the way to the Anantagiri ghát, (d) from Bimlipatam, through Vizianagram, to Sálúr and the Pottangi ghát to Jeypore, (e) the branch from this latter which takes off from it at Rámabhadrapuram and runs to Párvatípur, where it bifurcates and leads into the Agency to Ráyagada on the one side and Gunupur on the other,(f) the road from Párvatípur, through Pálkonda, to Chicacole in Ganjám,and (g) that from Vizianagram to Pálkonda, which goes on to the ​Sítámpeta pass through the Pálkonda Agency into the same district.
In two directions improvements might be effected to these roads; namely, by providing them with avenues, which are not plentiful at present, and by bridging some more of the many rivers and torrents which pour down from the hills across the line of all the main routes and sometimes greatly delay traffic.
The district no doubt already contains several fine bridges. The more important are those on the trunk road over the Sárada river near Anakápalle (ten arches of 30 feet span), over the Mahéndragedda (six arches of the same size) and over the Góstani at Chittivalasa (eleven similar arches); on the Vizagapatam-Bimlipatam road, that across the Gudilóvagedda (three arches of 40 feet span, built in 1883-84 at an outlay of Rs. 30,000); on the Srungavarapukóta-Bhimasingi road, that over the Mogadárigedda (four cut-stone arches of 30 feet span) and on the Púdimadaka-Mádgole road, that over the Sárada river (five girders of 60 feet each, built in 1901 at a cost of Rs. 72,000).
In 1887 a pontoon bridge was completed across the backwater at Vizagapatam, at the joint cost of the district board and the municipality, to facilitate communication with Anakápalle and the south. It consisted of 21 girders 20 feet long supported on steel pontoons 80 feet long, with a 40 feet opening in the centre for navigation, and was made by Messrs. Burn & Co. of Calcutta at a cost of Rs. 90,000. Up to 1894 it was in charge of the municipality, and afterwards of the district board. It was a failure. The salt-water so rapidly corroded the pontoons, in spite of every effort to protect them with paint, that by 1901 they were in places no thicker than stout paper, and notwithstanding constant and expensive repairs they began bursting one after the other. The idea of building a masonry bridge was mooted, but was given up in consequence of the great cost involved and the uncertainty regarding the requirements of the proposed harbour (see p. 327) in the backwater. Eventually in 1904 a ferry flat, purchased at a cost of Rs. 9,500 and worked by a submerged chain, replaced the pontoon bridge. This is hardly capable of coping with the present traffic southwards, even though the latter has greatly diminished since the railway was built.
Under- vent road-dams (which are cheaper than bridges, are less liable to be carried away by floods, and serve all purposes except during heavy freshes) are now being constructed across the Champávati at Gajapatinagaram and the Végavati on the road from Rámabhadrapuram to Párvatípur above mentioned. ​The latter of these places is at present frequently cut off from Pálkonda by the Nágávali, which is a perennial stream carrying an immense body of water during floods, but a bridge is now to be built on top of the anicut which is being constructed over the river (see p. 106) and the two roads leading from Párvatípur to Pálkonda and to Gunupur respectively will be diverted and taken over this.
The roads in the Agency, with the single exception of that from Ittikavalasa to Jeypore, have all been made by the agency officers without professional assistance. For many years after the Jeypore estate was first entered by Government officers in 1863 (see p. 269) the amount granted for roads throughout it was only Rs. 18,000, of which Rs. 10,000 was for 'jungle-clearing ' along the rough tracks which traversed it, the old rule being that 50 yards (the supposed effective arrow-range) should be cleared each side of a road. The annual allotment was slowly increased until in 1899 it reached Rs. 48,500 from Provincial funds and Rs. 10,000 from the Mahárája, special grants being occasionally made for special purposes. At first, it is clear, there was a want of system in the procedure, roads being made one year and left to go back to jungle the next; but latterly a series of five-year programmes have been drawn up and followed. The lines of road which have been completed may be conveniently referred to in their geographical order, beginning in the south of the district.
On the Golgonda hills there are no roads practicable for carts. The chief ghát up to them is that from Kondasanta, nine miles north of Narasapatam, to Lammasingi. This was first regularly opened up in 1882, when Rs. 2,400 was spent upon it. Five years later the trace was much altered, with the idea of making the road practicable for carts, and was lengthened from eight miles to nine. In 1888 Government specially ordered it to be proceeded with, and by 1890 it was completed nearly to the top.Two years later it was made passable, with difficulty, for carts throughout; but though an estimate for improving it into a regular cart-road was prepared in 1895, this has never been carried out. The road is regularly maintained and more than one officer has expressed the opinion that it is more than good enough for the work it has to do. The rough track up these hills from Koyyúr to Peddavalasa is also kept in order.
Proceeding northwards, the next ghat reached is that from Mádgole to Minamalúr on the Mádgole hills, fifteen miles (six on the plains) in length. This was begun in 1882, a rough trace ​of one in ten being cut. From Minamalúr, tracks run inland to Pádéru and Pádwa, and this ghát is the natural outlet for those parts. There are no cart-roads on the Máadgole hills. Though steep and not practicable for carts, the ghat is apparently much used, traffic returns 1 showing that over 800 carts a day pass over the bridge across the Sárada between Mádgole and Anakápalle.
Thirty miles north-east of the Minamalúr track is the Anantagiri (or Gálikonda) ghát. This is so called from the village of Anantagiri near the top, at which the Rája of Vizianagram has a coffee-plantation, and from the great Gálikonda hill which overlooks it and is referred to on p. 6. When the Jeypore estate was first entered, in 1863, and it became necessary to construct a road from its capital to the plains, the original idea was to follow a line running from Vizagapatam, through Srungavarapukóta to Kásipuram (41 miles); thence four miles to Kottúr at the foot of the hills; up this Anantagiri ghát, ascending through Ráyavalasa (about eight miles) and Anantagiri (three miles further); over the watershed of Gálikonda, four or five miles up an easy gradient; down to Janamguda on the 3,000 feet plateau by a steep descent; and thence on viá the Aruku valley, Pádwa, Handiput and Sogaru to Jeypore by the ghát starting down from Petta. The line from Kásipuram through Ráyavalasa was first traced by the old sibbandi force and improved upon by the company of Sappers then stationed in Jeypore, who also constructed part of the trace down the Petta ghát which had been marked out by Major Shaw-Stewart,R.E. In February 1863 the mortality and sickness among the Sappers was so heavy that Government recalled them. Lieutenant Smith, the first Assistant at Jeypore, navertheless continued the work and made the 56 miles from Jeypore into an excellent bullock track. From 1866, however, he devoted his energy and funds to improving the alternative track viá Pottangi and Sálúr, and the Anantagiri ghát was abandoned for many years.
The idea of completing it was revived in 1885 by Mr. H. G.Turner, the then Agent, who was much impressed by the capabilities of the Aruku and Pádwa country, the produce of which had no outlet. He intended to take the road from Sogaru to Jaitgiri, where it was to bifurcate, one branch running down to the north of the Malkanagiri taluk and the other through Dasmatpur into Rámagiri taluk. He began work on it in earnest in 1885-86, starting from Bodára (Bowdara), where the roads from Vizagapatam ​and Vizianagram meet. Ten miles furtlier on, at Kagalaméda, the ascent began, and ran up five miles to Damuku, the first shelf on the ghát, 2,000 feet above the sea. There the road entered the Ráyavalasa valley and proceeded by an easier ascent two miles to that village. From thence a sharp ascent led to Anantagiri, about 3,000 feet above the sea and four miles from Damuku. There an excellent bungalow, still standing, was built. From thence Mr. Turner worked out, and marked on the ground, a trace running along the stream to Dumariguda saddle; then up to Bispur saddle, the highest point, 3,650 feet; round the hill to the left, on a down grade; through a gorge, and so to the saddle above Baliaguda hamlet; below the cliffs of Grant's range, across the valley, to Karabolu; and thence to the west, out into the Aruku plains, near Madagada.1 Up to 31st March 1887, Rs. 67,000 had been spent on the work, and carts could get to Anantagiri. The estimate for its completion was Rs. 86,000 more. In 1888, however, in spite of Mr. Turner's most earnest pleadings, Government declined 2 to allow any more money to be spent on this road, averring that it led only 'to a bare and sparsely populated plateau and will apparently be of little use except as a second alternative to the Sálúr-Pottangi road to Jeypore.'
Since then nothing has been done to carry on the road, and the only route across the range is an old bullock-track over Gálikonda. Even so, the traffic appears to be very considerable, as the returns show that over 800 carts a day travel from Bodára to Vizianagram and Vizagapatam. In 1892 Mr. Willock, then Agent, revived the proposal, pointing out 3 that the worst part of the ghát had already been done, that only 9½ miles remained to be completed, that the country to be tapped was very rich, and that the Pottangi-Koraput road was almost useless to it as hills and the troublesome Koláb river intervened. He considered that for Rs. 25,000 the track could be opened for cart traffic and that it could be made a really first-class road for an additional Rs 50,000. Government directed the Public Works department to furnish an approximate estimate of the cost of completing the work and the reply was that Rs. 42,000 would suffice; but funds were again refused. In 1807 Mr. Horne, and in 1902 Mr. Ayling, added other arguments 4 to those adduced by their predecessors, ​but in 1898 Government had no money to spare and the present policy1 is to complete first the other ghát between Náráyanapatnam and Lakshmipur referred to below.
The Pottangi ghát, the next to the north after the Anantagiri road, starts at Ittikavalasa, five miles from Sálúr, and runs to Pottangi on the 3,000 feet plateau, across this plateau to Koraput, and thence down to Jeypore. It is metalled and bridged throughout, is in charge of the Public Works department, and is the only cart-road from the plains to the Jeypore country.
From Ittikavalasa it rises sharply, with a gradient of about 1 in 17, for four miles; and then for five miles runs along an almost level trace to the picturesque bungalow in the feverish Sunki valley at the ninth mile. Thence for ten miles 'it keeps steadily up, at gradients varving from 1 in 16 to 1 in 20 with intervals of almost level ground, past Rállugedda, to the head of the ghát at the nineteenth mile; whence it descends, between 1 in 19 and 1 in 21, four miles to the wide valley of Pottangi, where there is another bungalow near the twenty-third mile. All this section runs through sparsely wooded and waterless hills, and the only places where water is obtainable in the hot weather are Sunki and Rállugedda. From Pottangi to Koraput the road undulates gently over red soil plains dotted with numerous small hills, and the country gets barer of vegetation every mile until at Koraput there is scarcely a forest tree to be seen in any direction. The stages are, Doliamba bungalow, thirty-third mile; Sembliguda bungalow, thirty-sixth mile (whence roads run north to Lakshmipur and south to Nandapuram); and Koraput, the head-quarters of the Divisional Officer and Superintendent of Police, fiftieth mile. Thence the road climbs sharply out of the hollow in which Koraput lies, and then descends over rather steep undulations to 58 miles 3 furlongs, at which point the beautiful ghát down to Jeypore, which runs through forest throughout, begins. This is on a gradient of 1 in 20, and ends at the sixtyfirst mile, whence the run in to Jeypore is two miles of level.
The construction of the section on the plateau was begun by Lieutenant Smith in 1866-67, and in 1869 it was definitely decided that the main route to Jeypore must follow this line. At the two gháts at each end, however, several experiments were made before the existing routes were finally fixed upon. At the Pottangi end a bullock-track from Sunki to Páchipenta was first improved and by 1873 Mr. H. G. Turner, then Special Assistant ​Agent at Koraput, had constructed the ghát (which still sometimes goes by his name, but is otherwise known as the Tádivalasa ghát) from Pottangi to Tádivalasa on the plains. This was afterwards greatly improved, and it is still maintained and much used by pack-bullock caravans because the pasture and water on it are better than on the Ittikavalasa-Sunki-Pottangi road.
At the Jeypore end, Lieutenant Smith began by cutting the ghát from Koraput to Borigumma which is now known as the Ránigedda ghát and is a great favourite with cartmen going to Naurangpur and Bastar. It was not until later that Mr. Turner made a trace down to Jeypore. By 1874 carts, which a few years before had been unknown in any part of this country, could get (with difficulty) right through from Sálúr to Jeypore. In the next year the existing Pottangi ghát, which crosses the old Páchipenta route at several points, was begun under the care of Mr. Nordmann of the Public Works department. The difficulties were great: the upper staff were constantly down with malaria, and labour was scarce and shy. Colonel Sankey, the Chief Engineer, visited the work in 1880 (a bluff on it still bears his name) and stirred up those responsible; but it was not until 1883 that a carriage could be driven into sunki, and even this result was due to special efforts made because it was thought that the Governor was coming to see the road. It was finished however in 1884 (the Sunki bridge was not completed until later), and the traffic which at once swarmed up and down it surpassed the highest expectations which had been formed, the cartmen travelling from the coast as far inland as Kótapád in search of grain. The 22 miles had cost Rs. 4,65,000, or Rs. 21,200 a mile, and the road was soon afterwards handed over to the Public Works department, which now maintains the 60 miles to Jeypore at a cost of Rs. 24,000 annually. Labour is scarce, the road is so narrow that the carts follow one another and wear deep ruts, the traffic is enormous (1,200 carts a day often pass a given point in 24 hours in the dry season) and the upkeep of the road is consequently not a simple matter.
In April 1886 Mr. H. D. Taylor, then in charge of the Jeypore estate, began the construction of a proper road on from Pottangi to Koraput, and next year the existing ghát thence to Jeypore (called at first 'the Jubilee ghát' because the Mahárája of Jeypore had contributed towards it in honour of the late Queen- Empress' Jubilee) was put in hand by him. The earth-work was completed in 1889 (one piece of blasting cost Rs. 5,000) and the ​metalling- in 1892. The Pottangi-Koraput section was completed by the Public Works department in 1895, at a cost of Rs. 3,08,000, except the iron girder bridge over the Kerandi river. This last was built on dry land on a narrow neck separating two points in the river's course and then a channel was dug to lead the river under it.
Except this one through line (and its branches, already mentioned, from Sembliguda to Lakshmipur and Nandapuram, and that from Koraput to Lakshmipur, referred to below) there are no roads on the 3,000 feet plateau which are practicable for carts.
In the Jeypore plateau, however, which is 1,000 feet lower, there are several. The chief of these (see the map) is that which runs from Jeypore through Borigumma and Kótapád to the Bastar State and its capital Jagdalpur. From the latter place a good road leads to Raipur, which thus has through communication with the sea. From Borigumma this line goes on, over the Indrávati to Naurangpur, whence it is now being carried on to Pappadahandi. At this place it bifurcates, a rough track leading northwards through Dabugám, Bijápur and Umarkót to Raigarh; and a better road, which is now being further improved, passing through Maidalpur to the Kálahandi boundary, where it joins the road to Bhavánipatnam, the capital of that State.
From Jeypore an inferior road runs southwards, over the Koláb (which badly needs bridging) to Boipariguda (whence a track leads off to Rámagiri) and Kollar, down a ghát to Góvindupalle, and thence to Malkanagiri. Up to this last place it is just practicable for carts, but thereafter it degenerates into a rough track running on to Motu, at the junction of the Saveri and the Siléru rivers.
Returning again to the plains and going northwards from Sálúr, one finds no ghát up to the plateau until Párvatípur is reached. From this place a road (made in 1895-96 at a cost of Rs. 13,500 to replace the old track, which crossed the Janjhávati no less than 21 times) runs westwards through Álamanda and Bandigám to Náráyanapatnam (a very malarious spot), whence a ghát is being made up the comparatively easy incline which leads to Lakshniipur on the 3,000 feet plateau. This latter place is already connected (see above) with Koraput by a road practicable for carts and it is thought that when the railway is opened to Párvatípur much of the produce of the Jeypore level will use this route to reach it. ​From Párvatípur a cart-road runs northwards to Ráyagada and thence six miles further to Komatipéta, where the tracks to Bissamkatak and Kalyána Singapur branch off from it. This was first traced in the fifties of the last century by the Public Works department, and was much improved by Mr. Willock in 1875. In 1892 the line was resurveyed and a proposal (made by Mr. Goodrich in 1875) that the Kumbikóta-gedda near Ráyagada should be crossed by a bridge at a point where (see p. 301)it runs in a deep and narrow gorge, instead of at the usual ford, was revived by Mr. Willock. Special allotments for the road were made by Government and from the funds of the Jeypore estate (which was then under management during the present Mahárája's minority), and in 1897 the work was completed at a cost of Rs. 75,300. The bridge over the Kumbikóta gedda, the central span of which is an iron girder 76 feet long and 95 feet above the bed of the stream, was completed in 1900 after much trouble with drunken and absconding workmen. It cost Rs. 22,730 and has been invaluable in removing the most serious obstacle to traffic along this route.
From Párvatípur a metalled road leads to Kurupám, whence a cart-track goes on to Gunupur; and from the latter place another track runs north to Gudári and a third through Durgi, near the Kailásakóta hills, to Bissamkatak. None of these three is now of much importance, but they will be greatly used as soon as the railway reaches Párvatípur.
The last road in the Agency which need be referred to is the Sítámpéta pass running from Pálkonda, through the Pálkonda hills, to the Ganjám district. This was first properly cleared under a system suggested1 in 1835 by Sir Frederick Adam, then Governor of Madras, when he came to the district inconsequence of the disturbances which gave rise to Mr. Russell's deputation (see p. 57). In May 1836 the Collector leased out 23 patches of land, forming a belt along either side of the road, to 23 mokhásadárs free of kattubadi on condition 2 that they kept them clear of jungle. On these cleared belts seven small villages eventually sprang up which for many years were known as the 'road villages.' In 1886 it was found that the land had mostly been alienated and that the services were not performed, and the grants were accordingly resumed. The road is practicable for carts. ​Though there are thus several excellent lines of road through the various parts of the Agency, much more might undoubtedly be done. There are still large tracts in which no cart has ever been seen and the people are actually afraid of them. A case recently occurred in which the only hill man who could be induced to get into the first cart which arrived on a new road was a Dombu whose ideas had been widened by a compulsory journey to the Vizagapatam jail! In particular, when funds become available, the country round Pádéru, Pádwa and Aruku requires an outlet to the plains. The difficulty is want of money. The recent introduction of the Local Boards Act (see p. 212) into parts of the Agency will bring in some Rs. 35,000 from landcess and tolls, but a contribution of an equal amount from Provincial funds (in addition to the Rs. 24,000 already allowed for the maintenance of the Ittikavalasa-Jeypore road) will be necessary, and even then only about Rs. 8,000 per annum will be available for new works above the gháts. The advantage formerly urged in favour of opening up Jeypore — that it would serve as a granary to Vizagapatam in times of scarcity — has been already sufficiently secured by the Pottangi ghát and the extension of the road thence to the Bastar frontier.
The country carts of the Vizagapatam district are somewhat smaller and lighter than those of the south and usually have only wooden axles. The oxen hardly ever have nose-strings, or even ropes to their horns, as in the south, and if they shy or bolt the driver is powerless. The carts which fetch down grain from the trans-ghát country carry a kind of huge sarcophagus, three feet high and seven long and capable of holding a third of a garce, made by the Médaras of bamboo wattle smeared inside with clay, and the grain is poured loose into this, gunny-bags not being used. In the Jeypore plateau one meets the smaller wains from Bastar, which have little wheels with broad fellies or solid wooden wheels studded along the rim with big nails.
The palanquin is still common in the Agency, but may only be used by those to whom the Jeypore Mahárája has granted permission. The carriers are almost always Gadabas and many of them own inams requiring this service of them. Kávadis (baskets slung on either end of a bamboo carried across the shoulder)are much used for lighter loads, and are so popular both in the plains and the Agency that a man will use them even for the lightest loads (when taking out his dinner to the fields, for example)instead of carrying them on his head, as would be done in the south. Manure, etc., is often carried on to the land on a kind of ​rude sledge made of two bamboos tied together at one end and fitted with a yoke at the other, between which is placed a large basket. The contrivance is palled along by cattle, and is called sarugudu.
A list of the travellers' bungalows in the district, with parti-culars of the accommodation available in each, will be found in the separate Appendix to this volume. The local boards maintain eighteen chattrams for native travellers, five of which possess small endowments. In Vizagapatam town, near the old paradeground, is 'the Turner Chattram' founded in 1894 as a memorial of Mr. H. G. Turner, Collector and Agent from 1881 to 1889. The site was the gift of the late Mahárája Sir Gajapati Rao and the Rs. 33,000 spent on the building was raised by public subscription. In April 1898 the institution was handed over to the municipal council, which now administers it.
The district is traversed from south to north by a broad-gauge line which was built by the State and is now worked as far as Waltair by the Madras Railway Co., and from thence onwards by the Bengal-Nagpur Railway Co. The former section (61 miles) was opened to traffic in 1893 and the latter (76 miles)in the following year. This line enters the district at Páyakaraopéta by a bridge of four spans of 100 feet across the river which forms the boundary between Vizagapatam and Gódávari, and passes to Anakápalle (crossing the Sárada on a bridge of six spans of 100 feet), Waltair, and the beach at Vizagapatam. Returning on its tracks for a short distance, it makes a détour to avoid the Simháchalam hills and goes on over the Góstani (five spans of 100 feet) to Vizianagram and thence across the Champávati near Nellimarla (four similar spans) to the boundary of the district on the Lángulya river opposite Chicacole.
Another line, which has long been projected, was first surveyed in 1881, and is at last to be actually begun is that from Vizianagram to Raipur in the Central Provinces, viá Gajapatinagaram, Bobbili, Párvatípur, Ráyagada and the Kalyána Singapur valley, through the gháts near Satikóna by a tunnel 1,000 feet long and 1,388 feet above the sea, and so into the Central Provinces by the valley of the Tél river. The length in this district will be 133 miles. The original 1881 survey was made by Mr. K. F. Nordmann and his report (G.O,, No. 2366, Public Works, dated 13th September 1882) stated that the difference between the cost of following the above route and of carrying the line by the alternative alignment up the Pottangi ghát, down to Jeypore, and thence northwards viá Nauraugpur was slightly ​in favour of the latter route, which, though steeper, was shorter. The country alongside this latter is also richer than the Ráyagada valley, where there is little irrigated land. The authorities however considered that the difficulties of the gháts up to Pottangi and down to Jeypore would probably prove more considerable than was anticipated and that the cost of working trains up the heavy inclines on that line would be great, and preferred the easier route now finally selected. Mr. Nordmaun suggested that, if this was chosen, a road should be carried from Naurangpur eastwards to Ráyagada to tap the rich wet area round the former place and kótapád, but this would have to cross a saddle 2,700 feet above the sea and about 25 miles of it would be within the Kálhandi State. An easier line would probably be that from Kalyána Singapur to Maidalpur and thence through Pappadahandi to Naurangapur.
Connected with the new line is the question of the construction of a harbour at Vizagapatam (see p. 327) — or perhaps Bimlipatam — for the export of the produce of the Central Provinces which is expected to pour down to the sea. Calcutta is said to have already as much trade as it can cope with, and an alternative outlet is considered necessary on this ground alone. The steps which should be taken, and the agency and funds which should be employed, are now under consideration.
Vizagapatam and Bimlipatam are regularly visited by the boats of the British India Steam Navigation Co., and Clan Line steamers call at intervals at the former place for the manganese (see p. 125) from the Garividi mines. Within recent memory a regular fleet of schooners, owned and manned by natives, used to ply from vizagapatam, and boats of this class were built in the backwater there, but the steamers have now captured all the trade to Burma and the coasting traffic is monopolized by the railway.
* ↑ Report on important Public Works for 1854, p. 81.
* ↑ 1 Kindly furnished by Mr. P. B. Arbuthnot, Local Fund Engineer.
* ↑ 1 See p. 3 of G.O., No. 1970, Judicial, dated 15th September 1888.
* ↑ 2 G.Os., No. 475, Financial, dated 12th April 1887 and No. 1541, Judicial, dated 20th July 1888.
* ↑ 3 See G.O., No. 1027, Financial, dated 3rd October 1892.
* ↑ 4 G.Os., Nos. 1308, Judicial, dated 8th September 1897; 1156, Judicial, dated 22nd July 1898; and 1386, Judicial, dated 12th September 1902.
* ↑ 1 G.O., No. 1540, Judicial, dated 16th October 1903, page 5.
* ↑ 1 See his Minute on pp. 64-5 of Vol. I of Mr. Rassell's report and the orders on p. 86 thereof.
* ↑ 2 For details, see G.O, No. 2731, Judicial, dated 1st December 1887, p. 42.