The Howrah Bridge in Kolkata

 

Photo source Wikipedia

Howrah Bridge: A story of history and glorious architecture

The beautiful Rabindra Setu, which connects Kolkata and Howrah, has today become a symbol of West Bengal's history, culture, and tourism. Commonly known as the Howrah Bridge, it was built in 1946 and still carries a huge volume of traffic every day. In this article, we have tried to collect all the information about Howrah Bridge and its history. While some of the information is familiar, here are some surprising facts you may not have known before

Photo source Wikipedia

Requirements and preliminary plan for the construction of the Howrah Bridge

The need for a bridge between Kolkata and Howrah on the banks of the Ganges was felt long ago. As Calcutta expanded rapidly and became commercially busy, the importance of a bridge over the Hooghly River became more apparent.

In 1862, the then-governor of Bengal ordered George Turnbull, the chief engineer of the East Indian Railway Company, to conduct a survey. Plans for various types of bridges were discussed at this time, and even a proposal to build a tunnel to connect the two cities came up. This was the time when the Howrah station was established, and the construction of a bridge along it would have improved the connectivity of Kolkata with the rest of the country.

However, Turnbull concluded that building a bridge in Calcutta would be too expensive and complex, and instead suggested building a suspended girder bridge 12 miles to the north of the city. Although that plan did not materialize, it was the seed for the future construction of the Howrah Bridge.

Construction of the first bridge (1874)

The Calcutta Port Trust was formed in 1870 and was entrusted with the construction and maintenance of the bridge under the Howrah Bridge Act of 1871. The first bridge was a pontoon bridge, built in 1874 under contract to Sir Bradford Leslie. Some parts of the bridge were built in England and brought to India.

The first bridge was opened to the public on 17 October 1874. It was 465.7 m long and 19 m wide, with 2.1 m wide footpaths on both sides. The bridge was occasionally opened to allow steamers and other vessels to pass.
A few years later, the bridge was illuminated with electric lamp posts.
However, the problem was that such a pontoon bridge could not take the pressure of heavy vehicles and inclement weather. At the beginning of the century, the need for a stronger alternative bridge became apparent, and the Port Commissioners began looking for new plans.

Photo source Wikipedia

Photo source Wikipedia

Planning and Implementation of the New Howrah Bridge

After various plans, a committee was formed in 1906 to review the traffic needs of the new bridge. Based on the committee's report, it was decided that a floating bridge would be the best. Tenders for its design and construction were invited, and a prize of £3,000 (349,669.50 Indian rupees) was announced for the winner.

This plan was halted by World War I and resumed temporarily in 1917.
In 1921, Sir R. N. A group of engineers was formed under the leadership of Mookerjee, known as the Mookerjee Committee. When this committee consulted the British engineer Sir Basil Mott, he suggested the construction of a single-span arch bridge.

In 1922, the committee submitted its report to the New Howrah Bridge Commission, which passed the New Howrah Bridge Act. In 1926, the construction of a specific type of suspension bridge was recommended. This involved legal frameworks such as land acquisition, recruitment of staff, and collection of taxes for maintenance, which were ensured through this act.

In 1930, another committee, the Good Committee, was formed to examine the feasibility of building a pier bridge between the two districts. On their recommendation, the chief draftsman of M/s Rendel, Palmer & Tritton, Mr. Walton, designed a special type of suspension bridge. The contract for the entire work was awarded to the British company, Cleveland Bridge and Engineering Company Limited.

Later, global tenders were invited, and a local company, 'Braithwaite, Burn, and Jessop Construction Company Limited,' was appointed as a subcontractor for the steel construction.

The Story of the Bridge

At the time of its construction, the Howrah Bridge was the third-longest cantilever bridge in the world. It is basically a balanced cantilever bridge, the specialty of which is that it is completely built in the process of riveting (joining with rivets)—no nuts or bolts are used anywhere.

A total of 26,500 tonnes of steel was used in the construction of the bridge, most of which was high-quality tensile steel known as Tiscom, manufactured and supplied by Tata Steel. It is considered a pioneering engineering marvel in bridge construction in India. At that time, the cost of the project was around Tk25 lakh (INR 2.5 crore).

The length of the central span, or the main part of the bridge, is 460 meters, and the main tower between them is located in the center. There is also a suspended span with a length of 172 meters. There are 15-foot-wide footpaths on both sides of the main roadway, through which pedestrians can cross.

The beginning of a historic moment

After the inauguration of the Howrah Bridge, the first vehicle to cross it was a tram. Buses, trucks, cars, motorcycles, bicycles, and other vehicles travel on the bridge.
According to a 1946 count, the bridge was crossed almost every day:
more than 2,400 vehicles.
121,100 Pedestrians,
And 2,997 cows.
This number will only increase in the years to come. According to a 2007 report, about 90,000 vehicles cross the bridge every day.

In 1993, trams stopped running on the bridge. Because of the increasing traffic and public pressure, the bridge could not bear the load of the tram.

 Maintenance and Naming.

The bridge has faced various challenges over time—rust, weather erosion, and structural weakness. The Kolkata Port Trust is carrying out various maintenance and conservation works to deal with these issues.

In 1965, the bridge was named Rabindra Setu, after Bengali Nobel laureate Rabindranath Tagore. However, even today, this bridge is better known and popular by the name of 'Howrah Bridge' to the common people and the city.

Conclusion

The Rabindra Setu, popularly called the Howrah Bridge, is not just a bridge—it is a living symbol of West Bengal's history, architecture, technological feats, and cultural heritage. The way this bridge has connected Kolkata and Howrah for centuries, on the one hand, it is the driving force of economic development; on the other hand, it is a part of the passion and pride of Bengalis.
From the old pontoon bridge to the modern cantilever bridge, on this long journey, the Howrah Bridge reminds us of a landmark engineering feat, which was once one of the best examples of Indian engineering. Even today, thousands of vehicles and people use this bridge every day, which proves its relevance and effectiveness. This bridge not only connects two cities but also two cultures, two ways of life, and two histories. Howrah Bridge is the pride of our past, the support of our present, and the inspiration of our future.