Route Name: Bolan Pass Route Length: 75 miles (120 km) (Closer to 87 miles or 141 km according to some sources) Route Origin: Pakistan The Bolan Pass route originates near the town of Sibi and terminates in the city of Quetta. Here are the specifics: Route Era (That I've provided based on the information): 1950/1955-1985 Biome type: Mountainous/Desert type (Similar to Cajon Pass in some aspects) Origin: The starting point of the Bolan Pass route is typically considered to be near Rindli (In Sibi), which is located at the eastern end of the pass in the Toba Kakar Range. Termination: The route terminates in Quetta, which is the provincial capital of Balochistan province in Pakistan. Quetta is situated on the western end of the Bolan Pass, where the pass opens up onto the Balochistan Plateau. Overview: Starting Point: Sibi Sibi is historically and commonly regarded as the starting point of the railway route that traverses the Bolan Pass. Key Intermediate Point: Rindli Rindli is located at the eastern entrance of the Bolan Pass itself. It is an important point on the route as the line begins to climb through the pass. Termination Point: Quetta Quetta, located at the western end of the Bolan Pass, serves as the terminus of this railway route. Overview of the Route Starting City: Sibi Key Intermediate Location: Rindli (entrance to the Bolan Pass) Terminus City: Quetta Distance: Approximately 120 kilometers (about 75 miles) Terminus: Quetta, situated on the western end of the Bolan Pass and serves as the endpoint of the route. One of the greatest Engineering feats of British rule in India was to lay a railway track through the famous Bolan Pass. More than a century old, this railway track still generates an awe among rail enthusiasts all over the world. Orders for a feasibility survey for the Bolan Pass Railway were first issued by the British Government in 1876. Work on the construction of railways through the Pass started in 1880 but was soon stopped after laying of 31km track due to the occurrence of famous 'battle of Maiwind' in the area. Work restarted in 1885 by rapidly laying a rail track in the bed of the river Bolan and finally a steam locomotive rolled into Quetta in August of 1886. The present day railway track through the Bolan Pass is the third attempt of laying railways through the pass. In 1889 a torrential flood destroyed the track which was first laid on the Bolan River bed. A new track was laid at a higher altitude but that also got washed away. In 1890 orders were issued for laying an all season track through the Pass. This new track was inaugurated on April 15, 1897 and it is still operational. At some places along the track one can see the abandoned tunnels and the rail bed of two earlier attempts of laying railways here. Tunnels of the Bolan Pass. Photo by Umar Marwat. Train on Bolan Pass. Photo by Malcolm Peakman Train on Bolan Pass. Photo by Malcolm Peakman Another train on the Bolan Pass. Photo by Malcolm Peakman. Travelling westward from Sibi, the railway line quickly gains altitude. The following table shows distances and altitude of different stations between Sibi and Quetta. To get a better perspective of Bolan Pass distances I have considered Sibi as 0km. Distance Station Altitude 0km Sibi 435ft 17km Mushkaf 469ft 50km Peshi 1456ft 63km Ab-i-Gum 2157ft 75km Mach 3246ft 89km Hirok 4552ft 101km Kolpur 5874ft 117km Spezand 5858ft 141km Quetta 5499ft A tunnel entrance on the Bolan Pass. Photo by Umar Marwat. Another tunnel entrance. Photo by Umar Marwat From Ab-i-Gum to Kolpur the gradient of rail track is 1 in 25 which means the track climbs 4 vertical feet in every 100 feet it travels horizontally. For most trains two locomotives in push-pull configuration are used to bring a train from Ab-i-Gum to Kolpur, which is also the highest station (5874ft) on the Pakistan Railway network today. Many of us may know the local habit of people climbing in and getting out of a moving train. Well, during steam days when four steam locomotives used to push a train up the Bolan Pass, the acceleration generated was so high that railway department had to put a notice on various stations warning general public to refrain from stepping in and stepping out of a moving train. One such warning was at display at Mach station until the late 1980s. Trains crossing on the Bolan Pass While going up the Bolan pass requires extra locomotive power, coming down the pass requires extra braking power. To get this extra braking power freight trains are sometimes coupled with 5 to 10 empty wagons just to have extra brakes available. To get another idea of how much effort is needed to bring a train into Quetta, imagine that a single 2400 hp diesel locomotive can pull 70 freight wagons up to Sibi. From Sibi one locomotive pulls only 14 wagons up to Ab-i-Gum and from Ab-i-Gum two locomotives pull these 14 wagons up to Quetta. The locomotives that are used on the Bolan Pass are also special and come equipped with dynamic braking. Dynamic brakes work on the reverse principle. The traction motors that drive the locomotives in the up direction become generators in the down direction and provide extra drag on the locomotives in addition to the regular brakes. A brake test halt sign on the Bolan Pass. Photo by Malcolm Peakman. In the down direction, all stations on the Bolan Pass are provided with a catch siding (track) which ends steeply in a nearby hill. This is done to make sure runaway trains do not enter a station and can be stopped by a raised track in nearby hills. By default the track coming into a station is switched to these catch sidings. When a train approaches a station, it has to stop completely to make sure its brakes are working properly. Only then the track is switched from siding to mainline and a train is allowed to enter a station. Sequential tunnels, Bolan Pass. Photo by Umar Marwat. There are 17 tunnels enroute from Sibi to Quetta and the track crosses the River Bolan numerous times in a criss-cross journey. The photo to the right shows a section of sequential tunneling through the Bolan Pass. For a tourist who wishes to travel through the Bolan Pass by rail, a variety of trains and accommodation are available. As of summer 2006, there are two daily trains available between Quetta and Karachi (Bolan Mail and Baluchistan Express). One between Quetta and Peshawar via Lahore (Quetta Express), One between Quetta and Rawalpindi via Lahore (Jaffar Express) and one between Quetta and Faisalabad (Chiltan Express). Atleast three of the above five trains have Airconditioned accommodation available on them. I highly recommend a rail journey through the Bolan Pass. It is one of a kind rail experience anywhere in the world. Active and abandoned tunnels of Bolan Pass. Photo by Malcolm Peakman. Before I finish this article, note in the photo above, an abandoned tunnel is visible at a lower altitude from the one in which the train is entering. This abandoned tunnel is where the second unsuccessful attempt was made to lay a track through the Bolan Pass. The first unsuccessful attempt was made by laying a track directly through the river bed which is also visible in this photo. Some additional photographs of the Bolan Pass railway line are shown below. These are from William Edge, a railway engineer who worked on the line, and who later was the Chief Engineer of the Kalka-Shimla railway line (see article). View of Bolan Pass railway line, 1890. Photo by William Edge. Quetta Bridge, Bolan Pass line, 1890. Photo by William Edge. Maintenance train on the Bolan Pass line, 1890. Photo by William Edge. The Bolan Pass route holds immense historical significance, particularly in the context of British strategic interests in India during the late 19th century. Originally envisioned as a crucial link in the railway network to bolster defense against potential Russian threats, the construction of the railway through Bolan Pass faced several challenges and setbacks before its completion. In 1876, the British Government initiated the first feasibility survey for the Bolan Pass Railway, recognizing its strategic importance in securing access to the frontier. However, the initial efforts were redirected in favor of an alternative route via Nari Gorge and Harnai. It wasn't until 1880 that construction began in earnest, halted briefly after laying 19 miles (31 km) due to the outbreak of the Second Anglo-Afghan War and the Battle of Maiwand. Resuming in 1885, construction utilized innovative methods like the Decauville Portable Railway System, which facilitated rapid deployment despite challenging terrain. By August 1886, a steam locomotive successfully reached Quetta, marking a significant achievement in railway engineering under difficult conditions. The subsequent years saw further development and adaptation, including the introduction of a temporary meter gauge line through the upper Bolan Pass and subsequent integration with a permanent broad gauge line from Kolpur to Quetta. This adaptation was crucial for managing the transition between different gauge systems along the route. Despite engineering feats, the Bolan Pass Railway faced natural challenges, such as devastating floods in 1889 that repeatedly destroyed sections of track laid along the Bolan River bed. These setbacks necessitated the construction of a more resilient, all-season track, which materialized in the Mushkaf-Bolan Railway inaugurated in 1897. This route, incorporating the Mushkaf Valley line, provided a more secure and efficient connection to Quetta, solidifying its status as a vital artery in the North Western Railway network. Today, remnants of earlier attempts can still be seen along the route, with abandoned tunnels and rail beds serving as poignant reminders of the perseverance and engineering prowess required to tame the rugged terrain of the Bolan Pass. The Bolan Pass Railway remains operational, serving as a testament to both its historical significance and its ongoing role in Pakistan's transportation infrastructure. This rich history and the challenging yet scenic landscape make the Bolan Pass route a compelling choice for simulation enthusiasts eager to experience the complexities of railway operations amidst historical context. Sure, here's the information separated into columns: | Distance | Station | Altitude | |----------|----------|----------| | 0 km | Sibi | 435 ft | | 17 km | Mushkaf | 469 ft | | 50 km | Peshi | 1456 ft | | 63 km | Ab-i-Gum | 2157 ft | | 75 km | Mach | 3246 ft | | 89 km | Hirok | 4552 ft | | 101 km | Kolpur | 5874 ft | | 117 km | Spezand | 5858 ft | | 141 km | Quetta | 5499 ft | Steam Locomotives Broad Gauge Steam Locomotives: Class O: These were a series of broad gauge locomotives used in various parts of the North Western Railway (NWR) network, including the Bolan Pass route. They were known for their reliability and hauling capacity suitable for freight and passenger operations. Narrow Gauge Steam Locomotives: Decauville Locomotives: Specifically designed for the Decauville Portable Railway System used during the initial phases of Bolan Pass Railway construction. These were small, lightweight locomotives that could navigate the narrow and winding paths of the pass. (Here are some photos of more steamers that used to run on the Bolan Pass) : (NWR HGS Class steam locomotive Pakistan^ Above) (NWR SGS Class steam locomotive Pakistan ^ Above) Here are other steamers for which I couldn't get photos for as the exact locomotives photos are not available online (as it seems) : "NWR XE Class steam locomotive Pakistan" "NWR HG Class steam locomotive Pakistan" "NWR HA Class steam locomotive Pakistan" Diesel Locomotives Diesel-Electric Locomotives: Class D (e.g., D-19, D-20, D-22): These diesel-electric locomotives were introduced in the mid-20th century on the Pakistan Railways network, including the Bolan Pass route. They replaced many steam locomotives and provided more efficient and reliable operations. Class GM-EMD GT-1: These are more robust diesel-electric locomotives, introduced in later years to handle heavier freight and passenger trains on major routes, including those passing through the Bolan Pass. Here are some others that were used (Historically on the route): Train emerging from Bolan Pass tunnel. Photo by Malcolm Peakman < This locomotive I believe are the Bullnose locomotives(Someone correct me if I'm wrong) (This is (This an Australian Co-Co Locomotive) Historical Passenger trains Steam Locomotives on Bolan Pass Route: Broad Gauge Steam Locomotives (Class O): These versatile locomotives were used on various sections of the North Western Railway (NWR) network, including parts of the Bolan Pass route. They were capable of hauling both freight and passenger trains. Narrow Gauge Steam Locomotives (Decauville Locomotives): During the early phases of construction, particularly in challenging terrain or temporary narrow gauge sections, Decauville locomotives were employed. These were smaller, lightweight locomotives suitable for narrow and winding paths, such as those found in the Bolan Pass. Other Steam Locomotive Classes: Specific classes like HG, HA, and others may have been used on the Bolan Pass route during the steam era, although detailed records of every class used specifically on this route may not be readily available. Transition to Diesel Locomotives: The transition from steam to diesel locomotives on the Bolan Pass route occurred gradually through the mid-20th century as diesel-electric locomotives became more prevalent. Dieselization offered advantages in efficiency, maintenance, and operational flexibility, which improved reliability and reduced the operational challenges faced by steam locomotives in mountainous and variable climate conditions, such as those encountered along the Bolan Pass. Passenger Trains Operated by Steam Locomotives: During the era when steam locomotives were in operation on the Bolan Pass route, several passenger trains provided service between Sibi and Quetta, traversing the challenging terrain of the pass. Some of the prominent passenger trains likely operated by steam locomotives include: Bolan Mail: An iconic express service connecting Quetta with Karachi, significant for both passenger and freight transport. Baluchistan Express: Important train connecting Quetta with Karachi, essential for passengers and goods transport. Quetta Express: Operating between Quetta and Peshawar via Lahore, offering a longer-distance connection through the heart of Pakistan. Jaffar Express: Running between Quetta and Rawalpindi via Lahore, serving as a crucial link for passengers traveling between these major cities. Chiltan Express: Connecting Quetta with Faisalabad, catering to passengers traveling between these cities in Punjab and Balochistan. Either steamer could operate either passenger train as they often switched up the schedule based on which locomotives were available. Steamers would also be used pretty extensively on the freight network. References https://www.gracesguide.co.uk/Bolan_Railway https://wiki.fibis.org/w/Bolan_Pass_Railway_Construction https://www.irfca.org/articles/bolan-pass-railway.html Here are some videos on the route :
Definitely. Would be so far removed from the UK, EU and US definitely. I think by memory Union Workshop are working on the Tadami line as well, let's see how that pans out (I hope the route is good).
