TRANSPORTATION AND COMMUNICATION. The network of railways to be seen on a map of India presents a decided contrast with the sparsity of railway lines in other parts of Asia. The mile age for British India is three-fifths the total for all Asia. The development of the railway system was prompted by a number of motives, and has been prolific and far-reaching, in results. The military exigencies, development of the resources of the country, extension of British trade, and humanitarian sentiments or the desire to lessen the horrors of famine have each played varying part, in determining the location of lines and methods of administration. The results show that each of these efforts has been abundantly justified. Closely allied with the influence of the railway system as an economic factor has been its socializing influence—the beginning of the trans formation of the native society, a lessening of the rigors of caste, and at least a portend of a recon structed civilization along more modern and progressive Railway development in India has been in the main in harmony with a policy laid down as early as 1850 by Lord Dalhousie. This policy comprehended the construction throughout India of a system of grand trunk lines with a uniform gauge, connecting all the large centres of industry and population, and the construction of sub sidiary or feeding lines with a narrower gauge and on a less expensive scale. The grand trunk lines were accordingly begun in the early fifties under a system of Government guarantee. The constructing companies were guaranteed 5 per cent. on the capital invested for a period of twenty-five years. and at the end of the contract period the Government had the right under speci fied conditions to take possession of the lines. The policy attracted capital to the country, and led to a more rapid railway construction than would have been secured by State construction. The guarantee, however. led to some extrava gance in expenditure and became a heavy burden to the Government. A new policy accordingly was taken by the Government in I863-64, under which assistance was advanced to new lines. which in turn obligated themselves to perform certain duties for the Stale.
A third policy was introduced in 1570 under which new lines were built and operated directly by the Government. The widespread' and disas trous famines a few years later made it evident that new lines should lie constructed faster than the Government could assume financial respon sibility for their undertaking, and forced it to fall back upon private enterprise. New lines were
built without regard to a uniform policy, the Government generally extending a guarantee, but for as brief a period as possible. Aleanwhile the contract period of four eompames had terminated, and new cuntracts were made for anothe• twenty live years, according to which the State, allowing certain concessions. was to share in the surplus income abuve 5 per cent. But subse9uently, at time expiration of other contracts, the line, have been acquired by the State. Though no settled system has yet been adopted for the administra tion of railways. it will he seen that the greatest mileage is included in the lines belonging to the ;overnment, but controlled by private companies. In 1900 a little less than half of the total mile age, or 11.654 miles. was represented by Govern ment lines operated by companies; 1560 miles were owned by native States and operated by com panies; 5884 miles represented State lines op erated by the State; 1157 miles were owned and operated by the native States; 2663 miles were owned and operated by guaranteed com panies; 1519 miles were owned and operated by assisted companies; 1:57 miles owned by the native States were operated by State Railway Agency; and there were 74 miles of foreign lines. The total mileage increased from 16,:380 in 1890 to 24,668 in 1900. The total capital expended on Indian railways to the end of 1900 amounted to Rx. 332,751,083. Many of the net a large profit to the State, but these are more than counterbalanced by the more strictly military or famine-protecting roads, which result in an annual burden to the taxpayers of India, the amount fluctuating widely, but usually exceeding 11,000,000.
The number of post-offices in 1900 was 10,523, which was an increase of 29 per cent. during the last decade of the nineteenth century. The num ber of letters handled during the same period in creased 60 per cent. The Imperial system of telegraph and the railway system have been united, and there is a uniformity of telegraph eharges throughout the whole system. including 52,900 miles of line and 170,760 miles of wire (1900). The mileage of wire increased 50 per cent. in the last decade of the nineteenth century. There are three grades of messages—the argent, ordinary, and deferred. The charges are less for the messages delivered with the less speed. For a period of ten years ending in 1S99 the Govern ment realized an annual average of 4.8 per cent. net revenue (based on the capital sum employed) after allowing for all working expenses.