Maharaja Sayajirao Gaekwad III, Maharaja of Baroda State from 1875 to 1939, was a transformative leader who significantly modernized the state. His reforms spanned various sectors, including education, industry, and agriculture. A notable project during his reign was the establishment of a tramway system in Baroda. This initiative was part of his broader vision to enhance public transport and urban infrastructure. Ralph C. Whitenack, an American economist whom Gaekwad met during a 1906 North American tour, was instrumental in this process. Whitenack, later known as Whitnack, was appointed as Economic Advisor and, subsequently, Director of the Department of Commerce and Industry in 1907. He played a crucial role in establishing the Bank of Baroda in 1908 and advocating for various development projects, including the tramway system.
Key Figures and Contributions
Khan Sahib Karmally Joosab, born in Bombay in 1863, was a central figure in the establishment of the Baroda Tramway Company. His business expertise was well-demonstrated through his role in co-founding the All-India United Insurance Co., Ltd., with his brothers. Beyond business, Karmally was recognized for his contributions to public welfare. In 1909, he was honored with the title “Khan Saheb” by the King Emperor. To celebrate the Coronation of His Majesty and Queen-Empress, Karmally funded the construction of a Public Reading Room and Library in Baroda’s Cantonment area.
Rahim Joosab, Karmally’s younger brother, born on August 29, 1880, also played a significant role in the tramway’s establishment. Joining the family business at 16, Rahim contributed to the Baroda Tramway Company and was involved in founding other key institutions, such as the Credit Bank of India, Ltd., and the Bombay Weaving and Manufacturing Company, Ltd. He later expanded his financial ventures with the establishment of the Pioneer Bank of India.
Board of Directors and Initial Operations
The Baroda Tramway Co., Ltd. was officially incorporated on February 17, 1908, with a paid-up capital of Rs. 500,000, although only Rs. 300,000 were ultimately subscribed. The initial Board of Directors included prominent figures:
Sir Phirozshah Mehta, Chairman
Shrimant Anandrao Gaekwad, CIE, a key supporter and member of the Gaekwad family
Sir Jamshetjee Jejeebhoy, 4th Baronet
Rustam K.R. Cama, Esq.
Kazi Kabiruddin, Esq., Bar-at-Law
Chunilal D. Saraiya, Esq.
Jaffer Joosab, Esq.
Rahim Joosab, Esq.
Karmally Joosab, Managing Director
The company’s office was situated on Green Street, Fort in Bombay. Under the guidance of these directors, Karmally Joosab acquired equipment from the defunct Bombay Tramway Company and set up infrastructure, including stables and trackways, to launch the tramway service.
Commencement and Routes
The tramway service began on June 14, 1908, initially using horse-drawn tramcars. The first route connected the BB&CI Railway Station to Pani Gate, covering approximately three miles. Following the successful launch, additional routes were established:
From Fatehpura to Goya Gate Station, passing through Chimnabai Tower and Raopura.
From Nyay Mandir to the Palace Gate.
From Madan Stables to Nyay Mandir.
From Madan Stables to Gheekanta Road.
These expansions extended the tramway network to a total of eight miles (12.8 kms), enhancing connectivity across the city and improving public transportation.
Stables and Infrastructure
To support the horse-drawn tramcar operations, Karmally Joosab established several stables throughout the city. One prominent stable was located at Bhimnath, Sayajiganj, near the BB&CI Railway Station. Another notable facility was the stables at Siddhnath Cottage, which was part of Karmally’s estate at Madan Baug. Additional stables were set up at Madan Baug and other locations to accommodate the tramway’s operational needs. These facilities were crucial for maintaining the horses and managing the logistics of the tramway service. Despite their importance, the stables faced challenges due to the high maintenance demands of the horses and the impact of their waste on the surrounding roads.
Challenges and Transition to Motor Tramcars
Despite initial enthusiasm, the horse-drawn tramcars faced several operational challenges, including high maintenance costs and issues related to the care of horses. The tramway’s financial sustainability was further strained by these problems. To address these issues, Karmally Joosab explored alternatives and decided to introduce gasoline-driven motor tramcars. Ten Simplex gearbox motor tramcars were ordered from the Motor Rail and Tram Car Co., London. These motor trams, equipped with twin-cylinder 25 h.p. engines and a two-speed gearbox, ran on 4-foot gauge U-shaped rails.
On August 16, 1913, the motor tramcar service was inaugurated by Shrimant Sampatrao Gaekwad, marking a significant improvement in service efficiency. The introduction of the Simplex motor trams represented a modernization of the tramway system, offering enhanced performance and reliability. Despite this advancement, the company continued to face financial difficulties as it struggled to maintain profitability.
Commercial Integration and Advertisements
The tramway era saw increased commercial activity, with advertisements such as Nestlé’s Anglo-Swiss Condensed Milk prominently displayed on tramway cars starting in 1912. This reflected the growing integration of commercial advertising with public transportation and showcased the period’s commercial dynamism.
Decline and Closure
The Baroda Tramway Company struggled with financial difficulties exacerbated by the broader banking crisis of 1913-1917. Many financial institutions failed during this period, impacting the company’s financial stability. By 1917, it became evident that the tramway service could not sustain itself. The company began selling off surplus stock and equipment, and by January 1918, tenders were posted to sell the entire tramway service.
Despite efforts to find buyers, the company faced insurmountable challenges. By April 1920, the Board of Directors decided to wind up the company. Liquidation proceedings were managed by James Mackintosh & Co., and the process of auctioning off assets and terminating contracts continued until May 1921. The final shares of the Baroda Tramway Company Ltd. were traded on the Bombay Stock Exchange on April 7, 1921, and the last petrol tramcars were sold by May 1921. The fate of the final tramcars remains unknown, concluding a remarkable yet ultimately unsustainable chapter in Baroda’s transportation history.
This Post is written in collaboration with Capt. Rohit Panemanglor & Partial info as well images were taken from the book - 'Imperial Coronation Durbar 1911'
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