TRUTH ABOUT INDIA’s FREEDOM STRUGGLE (Part VI)- DEVELOPMENTS AFTER WW II AND TRANSFER OF POWER (1945-1947)

 

OLDEST TUNNELS OF WORLD AND INDIA & LEGENDS OF BAROG TUNNEL

                                                                                                                                                       

(by Ved Pal, IRSE; FIE; FIPWE; MBA; Former Chief Administrative Officer, Ministry of Rlys, Govt of India)                                                                                                       

                                                                            

1.      OLDEST TUNNELS OF WORLD

1.1   The Ngwenya Mine, Eswatini (around 41,000 BCE to 43000 BCE): Also called Bomvu Hill Tunnel was located on Bomvu Ridge, northwest of Mbabane and near the northwestern border of Swaziland (now Eswatini, near South Africa). This mine or tunnel is considered to be the world's oldest. The haematite ore deposit was used in the Middle Stone Age to extract red ochre. By 400 AD, Bantu-speaking peoples arrived and began smelting iron ore. The Swaziland Iron Ore Development Company (SIODC), owned by the Anglo-American Corporation, started mining of the deposit in 1964. The Indian group Salgaocar operated the modern-day mine from 2011 to 2014 through the Salgaocar Swaziland Limited Company. Salgaocar ceased its mining activities in Ngwenya in 2014.

1.2   Underground tunnels, Houchengzui Stone City, Inner Mongolia Autonomous Region, China (2500-2300 BCE): The latest excavation efforts, spearheaded by the Institute of Archaeology, Chinese Academy of Social Sciences (CASS), have brought to light a complex triple defense system and an intricate network of underground tunnels. The discovery was announced by the Institute of Archaeology in collaboration with the Inner Mongolia Autonomous Region Institute of Cultural Relics and Archaeology and the China Archaeology Network in December 2023. Recent excavation has brought to light an additional layer of security—a hidden underground network system composed of six intersecting tunnels. These tunnels, located at depths ranging from 1.5 to 6 meters, radiate in a radial pattern from the city center. The underground tunnels at Houchengzui served a dual purpose as both an ancient transportation network and a means of defense and offense. They significantly enrich our understanding of early Chinese urban defense systems. The tunnels, with arched ceilings resembling the architectural features of Longshan period cave dwellings, measure 1 to 2 meters in height and 1.5 meters in width. Clear tool marks are visible on the walls of the tunnels. Archaeologists believe that the design of Houchengzui Stone City, with its elaborate defense systems and hidden tunnels, reflects its cultural importance in military defense and its strategic location. Ongoing excavations continue to uncover additional details about the city’s past, including high-level buildings, burial areas, and other architectural remains.

1.3   Babilonia Tunnel, Babylon (2180-2160 BCE): Also known as the Euphrates Tunnel was a legendary tunnel purportedly built under the river Euphrates to connect the two halves of the city of Babylon in Mesopotamia (present-day Iraq). description of the tunnel as being built and used by Queen Semiramis (ruled the Neo-Assyrian Empire as its regent for five years, before her son Adad-Nirari III took the reins of power) is given by Diodorus Siculus (a first century BC Greek historian) in the Bibliotheca Historica. Construction allegedly began with a temporary dam across the Euphrates, and proceeded using a "cut and cover" technique. The tunnel allegedly was 12 feet high and 15 fit was used by pedestrians and horse driven chariots and connected a major temple with the royal palace on the other shore of the river. It no longer exists and possibly might be a mythical one.

1.4   Siloam Tunnel, City of David, Jerusalem (8th –7th century BCE): Also known as Hezekiah's Tunnel was built by Hezekiah the king of Judah that was carved within the City of David, Jerusalem. This tunnel was used to supply water to the city. According to the Tanakh (Hebrew Bible), King Hezekiah prepared Jerusalem for an impending siege by the Assyrians (an ethnic group originating from Mesopotamia) led by Sennacherib. The tunnel leads from the Gihon Spring to the Pool of Siloam. The curving tunnel is 583 yards (533 m) long. It was discovered in 1838.

1.5   Gonabad, Razavi Khorasan Province, Iran (700-500 BCE): Also called Kariz e Kay Khosrow or "The Persian Qanat" built between more than 2500 years ago by the erstwhile Achaemenid Empire. The complex contains 427 water wells and aqueducts with a total length of 33,113 metres (20.575 mi).  The site was first added to UNESCO's list of tentative World Heritage Sites in 2007, then officially inscribed in 2016, collectively with several other qanats, as "The Persian Qanat". This is also termed as underground river beneath the desert and is one of humanity's most ingenious water management systems ever created. Faced with the challenge of settling in arid regions, Persian engineers devised a solution that would transform deserts into thriving civilizations. Their method was to dig long, gently sloping underground tunnels that tapped into mountain aquifers, allowing gravity to transport precious water to distant settlements. Every 20-30 meters, they constructed vertical shafts for construction access and maintenance—some reaching depths of over 300 meters. Digging was done manually by simple tools and the excavated material (spoil) was hauled up the vertical shafts using buckets or other simple mechanisms. By 500 BC, these remarkable systems included water clocks called Fenjaan that ensured fair distribution of irrigation water among farmers and communities. The impact was profound. Desert cities like Yazd and Isfahan flourished, supporting agriculture and urban life in regions that would otherwise remain uninhabitable. While similar systems would later appear in North Africa and China, the Persian qanats remain the earliest documented use of this technology. The engineering was so perfect that many of these ancient tunnels continue functioning today, having survived for nearly three millennia.

1.6   Tunnel of Eupalinos, Samos Island, Greece (6th century BCE): Also known as the Eupalinian aqueduct was dug by teams of enslaved people, using tools like hammers and chisels,under the direction of the ancient Greek engineer Eupalinos of Megara (considered to be first hydraulic engineer in history). It served as an aqueduct to carry water from the Agiades spring on Mount Kastro to the city of Samos (Pythagoreion). This 1,036 meters (3,399 ft) long aqueduct tunnel was probably the first, to have been excavated from both ends and is considered as a remarkable ancient engineering feat. Although the initial goal was a straight line, the tunnel did not align perfectly, necessitating a kink in the middle. The tunnel is generally 1.8 by 1.8 metres (5.9 by 5.9 ft). The southern half of the tunnel was dug to larger dimensions than the northern half, which in places is just wide enough for one person to squeeze through. The tunnel served as an aqueduct for over 1,000 years, effectively transporting water to the city. Inspired by the reference to it in works of Herodotus (a Greek historian and geographer; c. 484 – c. 425 BC), scholars began searching for the tunnel in the 19th century. In 1853 the French archaeologist, Victor Guérin identified the spring that feeds the aqueduct and the beginnings of the channel. In 1882, work began on clearing the tunnel with the goal of bringing it back into use, but this proved too difficult and the effort was called off. Full excavations of the tunnel were carried out from 1971 to 1973.

1.7   The Turpan karez system, Xinjiang, China (200 BCE – 200 CE): Origins of this system can be traced back to the Han Dynasty (202 BCE – 220 CE). The karez system was a direct response to the harsh environment of the Turpan Basin, where water is scarce and evaporation is high. It played a vital role in supporting life along the ancient Silk Road, providing a reliable water source for travellers, merchants, and settlements. The system utilizes a network of underground tunnels that tap into groundwater sources, often originating in the mountains surrounding the basin. Vertical shafts are dug at intervals along the tunnel route to allow for construction, maintenance, and access to the water. Digging was done using of simple tools and techniques. While many karez systems are still in use, modernization efforts have sometimes led to the neglect or abandonment of traditional systems.

1.8   Siqurto Foot Tunnel, Tigray, Ethiopia (between 4th and 15th centuries CE): It is a hand-hewn tunnel beneath the Imba Tsiyon ridge, which forms the water divide between the Giba and Weri'i basins. The ridge is part of the Mugulat Mountains, Tigray. It is difficult to pinpoint a precise construction date and Siqurto Foot Tunnel was hewn out of Adigrat Sandstone rock over time, potentially during the same period as the rock churches in Tigray (constructed between the 4th and 15th centuries CE). Length of the tunnel is 60 metres, clearance 2.5 metres Width and width 3 metres and was used to shorten the travel distance between Nebelet and Adigrat by 8 kilometers. During the Italian occupation (from 1936 to 1941) this tunnel was closed and hidden by locals of Ethiopia to impede the movement of Italian troops and administrators. The tunnel is used daily by local farmers, with their donkeys, mules and oxen.

1.9   Canal du Midi tunnel, France (1666–1681 CE): Also known as Languedoc is a canal tunnels built by Pierre Riquet as part of the first canal linking the Atlantic and the Mediterranean. With a length of 515 feet and a cross section of 22 by 27 feet, it involved what was probably the first major use of explosives in public-works tunneling, gunpowder placed in holes drilled by handheld iron drills.

1.10           Fritchley Tunnel, Derbyshire, England (1793): In 1793 a 3 feet-10 inch gauge tramway was laid for the purpose of transporting limestone from the old Hilt’s Quarry at Crich to the newly-constructed Cromford Canal at Bullbridge where limekilns were situated This was the first railway project of Derbyshire civil engineer Benjamin Outram (1764–1805). The line was originally a horse-drawn and gravity-driven plateway, a form of tramway. The tunnel was required to go under a road junction in Fritchley. Length of the tunnel is 32 yards and height 10 feet. During the 1840s, upgrading was done to accommodate steam locomotives. The railway remained in use until 1933. During World War II, Fritchley Tunnel was used as an air raid shelter. In February, the tunnel was designated a scheduled monument under the Ancient Monuments and Archaeological Areas Act. The designation states it to be recognised as the earliest surviving railway tunnel in the world.

1.11           Thames Tunnel, London (1843): It is the first tunnel known to have been constructed successfully underneath a navigable river. This 1,300 ft (400 m) long tunnel built beneath the River Thames, connecting Rotherhithe and Wapping in London is 35 ft (11 m) wide and is 20 ft (6.1 m) high. It is, running at a depth of 75 ft (23 m) below the river surface measured at high tide. It was built between 1825 and 1843 by Marc Brunel, and his son, Isambard, using the tunnelling shield newly invented by the elder Brunel and Thomas Cochrane. The tunnel was finally opened to the public on 25 March 1843. The tunnel was originally designed for horse-drawn carriages, but was mainly used by pedestrians and became a tourist attraction. In 1869 it was converted into a railway tunnel for use by the East London line. In 1991, the Thames Tunnel was designated as an International Historic Civil Engineering Landmark by the American Society of Civil Engineers and the Institution of Civil Engineers. Since 2010 it is part of the London Overground railway network under the ownership of Transport for London.

 

2. OLDEST TUNNELS OF INDIA: There are some 30,000 old forts in India and most of them have a story or two of strange tunnels that radiate from this fort and go to a citadel, city or river nearby. Armies supposedly marched through tunnels at magical speeds; royals used them to escape a besieged fortress or women travelled discreetly through them to visit shrines and garden retreats. Some forts have stories of people entering the tunnels and lost forever. But most of the stories have not been proved to be true. Serious efforts have also not been made by Archaeological Department due to too many stories and too meagre budget available to them. Similarly, many temples and religious places have tunnels and vaults, but they are not properly explored or even listed. However, a few tunnels have been discovered, at least partially. Some of the cases and a few tunnels built during British era are discussed below:

 

2.1   The Tunnel of Pandavas, Barnawa, Baghpat district of UP (5500 BCE to 1500 BCE*): also known as the Lakshagriha Tunnel refers to an underground passage, possibly located near Barnawa in Baghpat district, Uttar Pradesh, that is believed to have been used by the Pandavas to escape the "Lakshagriha" (House of Lac) in the Mahabharata epic. This incident in the epic involves the Kauravas built the house of lac to burn the Pandavas alive, but they escaped through a tunnel that was got dug by Vidur, the Prime Minister of Hastinapur.

According to Times of India of Nov 3, 2017, the ASI officials decided to start further excavation work of the site, including the tunnel, to investigate the historical claims, but the work was stalled due to a court case. The excavations are likely to be expedited as ownership of ancient mound of Barnava village has been decided after a legal battle of 53 years, by the Bagpat court in Uttar Pradesh on Feb 06, 2024 in favour of the Hindu side. The court ruling in favour of respondent Krishna Dutt Ji Maharaj, recognized the ancient mound as Lakshagriha (Lakhamandap), dismissing the claims of a Dargah and cemetery by the Muslim side. (As reported by Times of India and many others on 5th & 6th February 2024)

Another Lakshagriha is also claimed to have been discovered in Handia development block of Prayagraj district in Uttar Pradesh. This monument came to light after Archeological Survey of India (ASI) excavated this site twice in mid 1970’s and 2004-05 in search of historic artefacts. Some local organisations have urged State Government to set up Mahabharata Research Center (MRC) at this site.

(Note: Age of the tunnel is related to Mahabharat event of Vedic era age of which has not yet been unanimously agreed.

 

2.2 Padmanabhaswamy Temple Thiruvananthapuram, the capital of Kerala (8th Century CE to 18th century CE): This temple is one of the most sought-after temples by the archaeologists across the globe due to its impeccable architecture and secret tunnels, doors and rooms. According to Historians, the temple dates back to the 8th century but the present structure was built in the 18th century by the then Travancore Maharaja Marthanda Varma. The temple is located in Thiruvananthapuram, Kerala. It is in fact the most visited temple of Hinduism in India. In 2011, there was a case filed against the Travancore Royal Family. They were blamed to have mismanaged the assets in the Padmanabhaswamy Temple that led to an investigation. There were six vaults discovered after that investigation that gave it public attention worldwide immediately. What was discovered was beyond belief and gave everyone a shock. 22 billion dollars worth gold idols, necklaces and other treasure coins were discovered. There is also a legend of Lord Padmanabhasawamy associated with one of the rooms which was not opened. The door, if opened, is said to unleash a natural horror. However, this has no evidence, but the Government of India has not ordered opening it.

2.3 Siri Fort Tunnel, New Delhi (13^th Century CE to 14^th Century CE):

A tunnel-like structure was accidentally discovered in June 2023 by the Archaeological Survey of India (ASI) during work at Siri Fort’s children museum. The tunnel likely dates back to the 13th or 14th century, which emerged when the ASI was building a temporary pathway to connect the front gate to the main road for facilitating visitors. Officials decided that no further digging would be done, however, according to them, the structure would be kept intact as one of the displays at the museum. The structures in the vicinity of Siri Fort are from the times of the Khilji dynasty that ruled Delhi during the 13th and 14th century. It is unfortunate that ASI officials have decided not to do further digging.

2.4 Tunnels of Irrigation System of Bahamani dynasty in Karnatak (14^th and 15^th century CE): Bahmani Sultanate was a Muslim kingdom in the Deccan region of India, existing from 1347 to 1518. The water harvesting and underground transmission system was constructed during his time with help of Persian engineers since the Bahmani Sultanate had links with Persia. Persians gave one of the great to the world, the Qanat (Arabic for conduit) or Karez (Persian for smaller channels) irrigation system. Such systems have been discovered at Bidar, Bijapur, Aurangabad, Ahmednagar, Kalburgi, Burhanpur and Hukkeri. Full details can be read in article “A Historic Appraisal of Deccani Karez” by V Govindankutty (ISSN 2347 – 5463 Heritage: Journal of Multidisciplinary Studies in Archaeology 8.1: 2020).

In Aurangabad the karez systems are called nahars. These are shallow aqueducts running through the city. There are 14 aqueducts in Aurangabad. The Nahar-i-Ambari is the oldest and longest. It is a combination of shallow aqueducts, open channels, pipes, cisterns, etc and the source of water is a surface water body. The karez has been constructed right below the bed of lake. The lake water seeps through the soil into the Karez Gallery. In Burhanpur the karez is called "Kundi-Bhandara", sometimes wrongly referred to as "Khuni Bhandara". The system is approx 6 km long that starts from the alluvial fans of Satpura hills in the north of the town. Tunnels of Bidar and Vijaypur are discussed in detail below:

2.4.1 Tunnels of Water Channelling System of Bidar, Karnatak (C. 1430s CE): The chronology of Deccan dynasties reveal that Bidar might have been one of the earlier historic cities to have such a water channelling system (Karez) built. Bidar was made the capital city of Bahmani Sultanate under which the Old Fort was rebuilt and madrasas, mosques, palaces and gardens were built. It is believed that Ahmad Shah Bahmani ‘Wali’ constructed the karez lines after his reign was fully established in AD 1427.

Karez systems in Bidar were first documented in the 1920s by Gulam Yazdani, the former head of archaeology in the Nizam government of Hyderabad, who published a book “Bidar Its History and Its Monuments” in 1947. There are three karez systems in Bidar, “Naubad”, "Shukla Theerth" and "Jamna Mori", Shukla theerth being the longest. V Govindankutty, Assistant Professor, Department of Geography, Government College Chittur in Kerala’s Palakkad, spent nearly two years mapping every detail including condition assessment that played a key role in the restoration of these Karez lines. The Bidar Team YUVAA (NGO) supported the cleaning of Karez and the then Bidar District Collector Anurag Tiwari also contributed for the development of Karez system. One Karez started flowing in September 2016.

2.4.2 Tunnels of Vijayapura city (Bijapur), Karnatak (C. 1560): As per a news report published in Times of India of Jan 26, 2011 and few other dailies, Heritage activist and historian Dr H G Daddi discovered a water supply tunnel, which according to historical records, ensured uninterrupted water supply to Bijapur city during 15th century. 6 Kms long tunnel used to carry water from Bhat Bawadi situated in Toravi catchment area to Sangeet Mahal reservoir and then tunnel ran from Surang Bawadi to Taj Bawadi. Water brought through tunnel was stored in tanks and ponds built in and around the city to ensure water supply throughout the year. The tunnel having diameter of 6 to 8 feet had been dug through solid rock upto a depth of 60 feet below ground and was provided with number of Inspection chambers and vertical air shafts. Many of the chambers were found damaged. In 2015 the district administration showed keenness in reviving these magnificent reminders of bygone era. As per a report published in “The Hindu” of 28 June 2015, the Deputy Commissioner D. Randeep stated that the ancient water supply system would be revived and restored with help from the Archaeological Survey of India (ASI) and other bodies. This hidden history must be revived, preserved protected and put to use.

2.5 tunnels in the town Srirangapatna, Mandya district, Karnataka (1454 – 1790 CE): As per reports in many of the leading News Papers, the officials of the Indian Archaeological Survey of India claimed on 29 Jan 2013 that they've unearthed at least five underground ancient tunnels in Srirangapatna town once ruled by the Wadiyar dynasty of Mysore and was briefly under Tipu Sultan. The sensational archaeological discovery of tunnels lend credence to untold stories of how they were used by members of royal family and their military generals. The first tunnel, measuring 3ft in diameter, was found while reviving Gajendra Moksha holy pond near the famous Sri Ranganatha Swamy temple. Another four tunnels were interlinked and diversify in various directions. According to officials, the first tunnel found near Ranganath Swamy temple may have been used to draw water from the river to fill the pond. Further details could not be obtained.

The Srirangapatna fort is believed to have been built in 1454 CE by Timmanna Nayaka, a ruler of the Vijayanagar Empire. During 1782 Tipu Sultan took control of the fort and added fortifications. So, these tunnels might have been built between 1454 and 1790 CE. Further scientific survey is necessary to find out truth about these tunnels.

2.6 Tunnel in the Agra Fort, Agra, UP (1565- 1573 CE): Agra Fort was made in early 16^th century, and renovated by the Mughal emperor Akbar from 1565 and the present-day structure was completed in 1573. According to an article published on 3rd April 2016 in ‘The Hindu’ by RV Smith with title “Tunnelling into history - From royal intrigue to development saga, burrowing encompasses it all” There is one tunnel in the Agra Fort which is believed to lead to the Red Fort. Few years back efforts were made by Smith with noted tourist guide Ikram Uddin asserting its inter-city link as per his and late journalist Bishan Kapoor’s initial findings, but the smell of bat droppings put them off from closer inspection of the surang or tunnel. The distance between Agra and Delhi is about 200 kms and there seems to be no possibility of such a long tunnel having been made. In all probability a tunnel might be leading to some secure places as an escape route for the emperor and his family during a revolt or an invasion or as a shortcut to the Yamuna River. There is another belief about a hidden underground tunnel that supposedly connects Agra Fort to the Taj Mahal. It is believed that this tunnel was used by the Mughal emperors to visit the Taj Mahal secretly. Serious and dedicated scientific archaeological excavations and surveys are necessary to discover hidden truth.

 

 

2.7 Charminar - Golkunda Fort Tunnel, Hyderabad, Telangana (1591 CE): A tunnel is believed to have been constructed from Golconda fort to Char­minar to provide a safe passage to the royal family in case of emergencies. It is also believed that hidden treasures have been kept there by Nizams, with emergency exits at several places. Origins of the Golconda fort can be traced back to the 11th century, but the fort was developed into a fortified citadel in 1518 by Sultan Quli of the Qutb Shahi Empire and the city was declared the capital of the Golconda Sultanate. Over a period of 62 years (1518 to 1580 CE) the fort was expanded by the first three Qutb Shahi sultans into the present structure. Charminar was built in 1591 by Mohammed Quli Qutb Shah. So, in all probability, the tunnel linking the two monuments could have been built in during 1590- 1591.

According to Khaja Moinuddin, retired assistant director census operations, who conducted a comprehensive survey of Hyderabad in 1962, the tunnel which still exists beween the two historical structures is believed to have treasures at various places. He stated in 1936, that the then commissioner of Hyderabad municipality Inayat Gunj and the director of archaeological department Ghulam Yazdani conducted a detailed survey of the tunnel and a map was also prepared by them, which was officially submitted to the then ruler, Nizam VII Mir Osman Ali Khan.  To locate the tunnel, the excavation work was started from a place near Nawab Saif Nawaz Jung’ Deorhi (palace) and after digging about 10 feet, huge granite slabs were found. After removing the slabs, the tunnel was found, which was stated to be 30-40 feet deep and 15 feet wide. Excavations near Doodh Khana Allah Rakhi Begum are also supposed to have given similar results. It was revealed in the excavati­ons that the tunnel had at least two branches, one from Saif Nawaz Jung-ki-Deorhi to Mitti-ka-Sher and from Jameelaki-Deorhi to Doodh Khana Allah Rakhi Begum passing through Sahr-e-batil Kamaan. It passed below the famous Laad Bazar (the bangle bazar) to Puran­apul Darwa­za, Toli Masjid and Langar Houz areas. Later, a report was submitted to the Nizam VII with several proposals for approval. But no follow-up action was taken on them. Khaja Moinuddin said as the tunnel was constr­ucted mainly for the use of the royal family during emergencies, there was a possibility that treasures were stored in it at secret places. It is said that there was also a secret tunnel from the durbar hall of the Sultans in the Golconda Fort to the Gosha Mahal near the Charminar.

In the early 1950s, under the orders of the Nizam’s grandson Prince Mukarram Jah, efforts were made to clear the tunnel from the Golconda Fort. But the workers found that the tunnel had collapsed in many places due to non-use and they had to abandon the efforts from safety considerations. In the recent past also a number of cases have come to light that make one to think about existence of some kind of underground constructions. In 2015, two new archways were found that suggested existence of a tunnel.

However, some experts point out that there is no possibility of having such a tunnel between Charminar and Golconda Fort due to the Musi River separating the two monuments. According to a report in Times of India of Feb 18, 2022 a retired archaeologist E Sivanagi Reddy is quoted to have said “It’s highly impossible to construct such a long tunnel back in those days (distance between two monuments is nearly 10 kilometres). Construction of tunnels back in those days could not be longer than 100 metres.” (Note: In para 2.4 above we have seen that 6 kms long tunnel (Karez) was dug through rocky strata in Vijaypur at least many decades before construction of Charminar and Shukla Teerth Tunnel of Bidar was even longer, hence this remark of this archaeologist is meaningless). Mohd Safiullah, historian, says the existence of the Charminar-Golconda tunnel is a myth. “Hyderabad is a plateau region and it is highly impossible to build such a long tunnel. However, considering survey report of 1936, survey of 1962 and other recent findings it is highly desirable to conduct archaeological survey using modern scientific techniques so as to find truth about old architectural and engineering marvels of India,

 

2.8 Secret Tunnel of Amber fort (Amer), Jaipur (1592 CE to c. 1700 CE): Amber fort was named after Goddess Amba Ji and is situated on the peak of Aravalli ranges in Amer town that is 11 km from Jaipur city. Amer fort is famous for its magnificent architectural designs and mysterious history. Amer fort has a secret tunnel that connects it to the Jaigarh fort. This passage was meant as an escape route in times of war to enable the royal family members and others in the Amer Fort to shift to the more redoubtable Jaigarh Fort. It is a 1.5 km long tunnel that is having many stairs and ramps to make the way easier. The passage is open to air for long stretches in between perhaps for ventilation. The Amber fort was built in 1592, but the tunnel is believed to have been made later may be sometimes during 18^th century. The tunnel is very well lined with stone tiles and is about 2 metres wide and 3 metres high, hence it is quite comfortable to walk. In 2012, officials of City palace and Tourism Department of Rajasthan decided to open the tunnel with its mystery for the tourists.

 

2.9 Tunnels of Red Fort, Delhi (1639 – 1648 CE): If people are to be believed, there is no place more mysterious than the Red Fort in India. It is a seventeenth century fort built by Shah Jahan which is also the place where the PM delivers his Independence Day address from. It is said to be the home of many tunnels and secret passages. The fort also has a chamber made of Lahori bricks which is suspected to be the house of weapons and ammunition keeping them safe. Some of its tunnels are discussed below:

2.9.1         Tunnel between Delhi and Agra. This is covered in sub para 2.5 above.

2.9.2         Tunnel between Delhi and Lahore. Considering the distance between two cities (more than 400 kms) this tunnel is also highly unlikely. There might be a possibility of some secret passage going upto some distance in the general direction of Lahore, but no evidence has been found so far.

2.9.3         Tunnel connecting the Red Fort to the Yamuna River. There is strong possibility of such tunnel, but nothing could be found in public domain.

According to an article published on 3^rd April 2016 in “The Hindu’ by RV Smith with title “Tunnelling into history - From royal intrigue to development saga, burrowing encompasses it all” following more tunnels are stated to have been existing in past:

2.9.4         Tunnel leading from Shah Jahan’s Persian vazir Ali Mardan Khan’s palace in the Kashmere Gate area (which later housed the British Resident) to the Red Fort. The vazir is said to have visited the emperor secretly by making use of it during emergencies. No further details could be collected.

2.9.5         Tunnel from Shalimar Bagh to the Red Fort. It was to be a direct link between the Sheesh Mahal (where Aurangzeb was crowned) to the Dewan-e-Am. But Mr Smith has discounted existence of such tunnel due to the fact that why Mohammad Shah Rangila did not make use of it to escape the clutches of Nadir Shah in 1739 if such tunnel existed. Even Col. Ochterlony (an officer of Bengal Army of East India Company; was British Resident at Delhi during 1803-1804; resigned as Major General in 1825), who was so fond of camping at Shalimar Bagh, never thought of using it to reach his official residents as it did not lead to Shahjahanabad. No more details of this tunnel could be found.

2.9.6         Tunnel from the Haveli of Hakim Ahsanullah Khan. It is believed that a tunnel led from Haveli of Hakim situated in the heart of the city to the fort through which the chief Hakim and adviser to Bahadur Shah Zafar used to secretly go to meet the Last Emperor. The Hakim is believed to have advised Zafar to leave the fort secretly to dodge the British but it is astonishing that he didn’t use the tunnel to escape during the First War of Independence in 1857. All he did was to take refuge at Humayun’s tomb where he later surrendered to Lt. William Hodson. Any further details of this tunnel also could not be found.

Note: One late British era tunnel connecting Red Fort and Delhi Legislative Assembly has been discovered in2016 and will be discussed in detail subsequently. 

 

2.10 Secret Tunnels of Talatal Ghar, Rangpur, Sivasagar district of Assam (1765): King Rajeswar Singha (Surempha) built it during Ahom wars as an army base. It had 3 underground floors and 2 tunnels. One of the tunnels about 3 kilometres (1.9 mi) in length, connected the Talatal Ghar to the Dikhow River, while the other, 16 kilometres (9.9 mi) long, led to the Garhgaon Palace, and was used as an escape route in case of an enemy attack. There were storeys abound of people getting lost forever in the maze-like underground chambers, which resulted in British closing the entrance leading underground. However, a Ground Penetrating Radar (GPR) Survey conducted in 2015 by IIT Kanpur in collaboration with the Archaeological Survey of India (Guwahati Circle) did not reveal the existence of any secret tunnel. Perhaps a more detailed survey with modern techniques is necessary.

 

2.11           Tunnels of Amritsar, Punjab (17^th Century CE to 18^th Century CE): It is believed that In Amritsar secret tunnels were laid during more than 4 centuries old Sikh-Mughal conflict and thatsome of the tunnels went all the way to Lahore (over 50 kms away). Building fortifications and tunnels was a dire necessity to save Amritsar from attacks. In fact, there are references about secret passages and tunnels in almost all the forts of Sikhs. According to the book “Twarikh Lahore-Amritsar” by historian Surinder Kochhar, there are about two dozen tunnels that can be excavated in Amritsar city. To protect Amritsar from Moghal attack, Guru Hargobind (Sixth Guru from 1606 to 1644) built a small fort called Lohagarh (there are many Lohagarh forts in India, one in Maharashtra state is situated close to Lonavala and 52 km northwest of Pune, built by Lohtamia dynasty during the 10th century CE, another one is in Bharatpur, Rajasthan and yet another in Bilaspur, Haryana close to Nahan, Himachal Pradesh) very close to Harmandir Saheb. It is believed that the Guru also built a tunnel connecting fort to his official residence nearby, called ‘Guru ka Mahal Just before Maharaja Ranjit Singh established Sikh empire, Amritsar city was devided into different Katras and Misls, each one having their own tax collection system and having rivalries with other Misls. Some Misls forged alliances against others hence made secret tunnels to connect with each other without setting foot on rival’s territory. This maze of tunnels is waiting to be explored. Some of these were accidentally discovered are mentioned below:

·         During early 1990s a secret tunnel was discovered beneath a haveli in katra Bhagian near Amritsar. Municipal authorities claim that they contacted ASI, but no one turned up and subsequently the tunnel was dismantled for construction of new houses

·         In 2006 a tunnel was found while demolishing a 200 years old haveli in Katra Ahluwalia. The 5.5 feet wide tunnel, made of Nanakshahi bricks (smaller, lighter, and thinner bricks commonly used in historical Sikh and Mughal-era structures), was positioned towards nearby fort ‘Quila Ahluwalia.’ There was usual delay in surveying by ASI officials and the tunnel was permanently closed by concreting.

·         In 2011 a tunnel was found near Gurudwara Lohagarh Sahib (originally built as a fort by sixth Sikh Guru Hargobind ji and later converted into Gurudwara) while laying sewage pipeline by the Municipality. Although the tunnel had great historic value, but no proper survey was done and it was closed dubbing it as an old pipeline, perhaps to expedite the sewer-line work of Municipality. Thus, another historic relic was erased for ever. It may be mentioned here that this tunnel might have been part of the historic tunnel built by Guru Hargobind mentioned above.

 

 

2.12           Jamalpur Railway Tunnel, Jamalpur in Monghyr district of Bihar (1861): Also known as the Monghyr Tunnel, is the oldest railway tunnel in India, dating back to 1861. It is a vital part of the railway line between Bhagalpur and Jamalpur of the Eastern Railway. The tunnel is 916 ft (279 metres) long, 23 feet (7mtr) in height and 26 feet (8mtr) in width. Construction of the solitary tunnel of EIR had commenced in March 1856, but the contractors, Messrs Ward and Co., who were assigned the work of constructing 80 miles of Railway between Bhagalpur and Patna, soon gave it up in utter frustration, owing to the excessive hardness of the quartz and difficulties faced during 1857 war of independence. The tunnel boring work was continued by the Railway company’s engineers. The construction of tunnel was supervised by Resident Engineer E.B. Harris, an archaeologist par excellence, credited with discovery of important relics, artefacts including world famous statue of the Sooltangunge Budhha currently displayed in Birmingham and discovery of iron in the region.

2.13           The Varkala Tunnel System, Thiruvanantpuram, Kerala (1867-1880): Also known as the Varkala Canal or Varkala Thurapp in local dialect, is a system of tunnels situated in the municipality of Varkala of Trivandrum, Kerala, India. It is one of the region's most important historic sites and architectural marvels. This site was constructed by the Travancore Kingdom to establish a continuous inland waterway across Thiruvithamkoor as TS Canal, which was meant to serve as a trade route. The construction of the two long tunnels was started in 1867 and work on the first was finished in 1877, while the second was completed in 1880 With a length of 1,070 metres, the two tunnels played a vital role in transferring ferry goods and people from the capital city of Trivandrum to Kollam during the pre-independence era. The tunnel is located under the main cliff of the region and represents the architectural excellence of the workers and engineers of that era. Despite the potential for tourism, the passages remain unused and silted. Around 2006, there was renewed interest in reviving the tunnels by then-Chief minister of Kerala, Shri. V. S. Achuthanandan, but nothing was done. In 2016, the state government sought the help of eminent engineer E. Sreedharan to revive the tunnel. In 2017, discussions were held regarding the construction of a new waterway bypass, skipping existing tunnels due to lack of width and draft as per National Waterways standards.

2.14           Secret Tunnel and Bunker of Raj Bhavan, Bombay (1875): Folklore had it that the snakes in Raj Bhavan’s gardens came from a secret tunnel that no one had tried to open. Sadashiv Gorakshkar, historian and former director of Chhatrapati Shivaji Maharaj Vastu Sangrahalaya in his coffee-table book ‘Raj Bhavan of Maharashtra’ had written about “Gun Platform” giving an 1868 plan showing an underground passage connecting from outside of Darbar Hall to an underground chamber that might have been an ammunition store and the gun was mounted on the gun-deck above to keep watch on the approach to harbour. The bunker was most probably built at the time of visit of Prince of Wales to Mumbai in 1875 when major refurbishing of the government house at ‘Malabar Point’ was done. According to a report of Times of India dated18th Aug 2016, TOI took a walk through the dark and dank passages of the bunker defined by a maze of secret gangways, trap doors, narrow strips of stairs within walls, hidden cellars and a large stonewalled workshop built like a fort. Governor C Vidyasagar told “Over generations people have talked about a tunnel here and since we’re also very close to the sea, it was from a security standpoint that we decided to open it up and see. We are pleasantly surprised with the discovery.”

 

2.15           Some important Railway Tunnels of Early 20^th Century: For expansion of Railway network, it became necessary to make tunnels in hilly terrains. Many tunnels were started by the Britishers near end of 19th century. Some of the important tunnels having length more than 1 Km, that were completed in the beginning of 20^th century, are listed below:                     

·         Darakhoh-Maramjhiri Tunnel (1,165 metres) between Darakhoh- Maramjhiri in Madhya Pradesh completed in 1900.

·         Budhni Tunnel (1,089 metres) between Budhni-Barkheda in Madhya Pradesh completed in1900.

·         Saranda T-1 & T-2 Tunnel (1,521 metres) between Goilkera-Mahadevsal in Jharkhand completed in 1900.

·         Longtarai T-13 Tunnel (MG-1,994 metres) between Lower Halflong-Ditokchherra in Assam completed in 1903.

·         Barog Tunnel (NG- 1144 metres) between Kalka-Shimla in Himachal Pradesh completed in 1903.

·         Bhanwar Tonk Tunnel (1,024 metres) between Kargi Road-Bhanwar Tonk in Chhattisgarh completed in 1907.

·         Parsik Tunnel (1,681 metres) between Thane-Mumbra in Maharashtra completed in 1916.

·         Gurpa Tunnel (1,444 metres) between Gurpa-Gujhandi in Jharkhand completed in 1916.

Almost each of the tunnel has a legend associated with it, but the Barog tunnel of Kalka Shimla is special in this regard as there are 5 different stories related to the hauntings here, including the ones involving one Col. Barog, which are elaborated in last para.

 

 

2.16 Inspection tunnel of Sukma Dukma Dam, Jhansi district, UP (1909): It is also known as the Dhukwan Dam on the Betwa River, a tributary of Yamuna, in village of Dhukwan in Jhansi district of Uttar Pradesh completed for drinking water, irrigation and also for generation of electricity. The dam was built between 1905 and 1909, as a secondary dam to Parichha Dam, on the same river. An interesting feature of the Sukma Dukma Dam (2972 meters long masonry and earth/rockfill dam) is its inspection tunnel underneath which was also used in emergencies to cross the river.

 

 

 

2.17 Secret tunnel connecting the Delhi Legislative Assembly to Red Fort, Delhi (1927): A 7 km long secret tunnel connecting the Delhi Legislative Assembly to Red Fort was discovered on 5 February 2016 in the Delhi Assembly. As per the reports, the tunnel was used by Britishers to avoid reprisal while moving freedom fighters. On 4 Sept 2021. Ram Niwas Goel, the then Speaker of the Delhi Assembly stated “When I became an MLA in 1993, there was hearsay about a tunnel present here that goes till Red Fort and I tried to search for its history. But there was no clarity over it”. He further added " “A worker once informed us about a wall that appeared newer than the surrounding structures. When we knocked on it, it sounded hollow. We decided to break it and discovered the hidden tunnel.” While revealing more about the tunnel, Goel stated that they all knew about the presence of a gallows room here but never opened it. Now they have found the mouth of the tunnel, but they won’t be going further ahead with the digging as most parts of the tunnel have been destroyed due to various reasons. He added, "We will refurbish it soon and make it available for the public.”

The Delhi Assembly building was constructed in 1912 after the capital shifted from Kolkata to Delhi. It housed the Central Legislative Assembly between 1913 and 1926. The building fell into disuse after 1926, and British administrators turned it into a court. Revolutionaries were tried here after being brought through the tunnel, and those convicted were executed. So, this secret tunnel might have been constructed sometimes during 1926-1927 by the Britishers to avoid resistance while moving freedom fighters.

 

2.18 Secret Tunnels of Viceroy’s House, New Delhi (1912-1929): It is believed that there are 3 secret tunnels radiating from Viceroy’s House (now Rashtrapati Bhavan), details of which are given below:

* 2 kilometres long tunnel from Viceroy’s House to Council Chamber (now old Parliament House). This was supposedly used for movement of dignitaries.

* 10 kilometres long tunnel from Viceroy’s House to Red Fort. This tunnel is supposed to pass through Connaught Place. It was stated to be an escape route during emergencies.

* A 500 metres long tunnel connecting North Block and South Block to Viceroy House. According to legend it was used for movement of files and for top officials.

Other uses are stated to be for espionage and security purposes. Information about these tunnels is stated to be highly classified and no details about these tunnels are available in public domain.

 

2.19 Hooghly River Underwater tunnel for CESC, Kolkata, West Bengal (1931): This tunnel was made under the Hooghly River in Kolkata for Calcutta Electric Supply Corporation. The construction work on 539 m long tunnel began in March 1930 and completed in July 1931 and the tunnel is used for electric power transmission from Kolkata to Howrah.  This is considered as the first tunnel under a navigable river in Asia.

 

2.20 Hulikere irrigation Tunnel, Mandya district, Karnataka (1932): When the Krishna Raja Sagara Dam was constructed over the Kaveri River in 1932, water supply to the small agricultural village of Hulikere in Kalenahalli, Mandya district was limited. As a solution, Sir. M. Visvesvaraya designed the Hulikere tunnel. This tunnel would transport the KRS dam backwaters to the Hulikere village. Though the tunnel is almost 100 years old, it is still what farmers in the village depend upon for irrigation. This tunnel is part of the Visvesvaraya canal. It is 2.8km long and was constructed by digging from both ends. What is commendable is the fact that given the rudimentary surveying equipment available at the time, both ends of the tunnel met perfectly. The tunnel has a width of 15 feet and an arched ceiling with a total height of 20 feet. The tunnel is the main source of irrigation for 200,600 acres of land in Mandya. The Hulikere tunnel is believed to have been the first tunnel for irrigation water in Central Asia.

 

3. LEGENDS ABOUT BAROG TUNNEL

Queen of hills, Shimla was first settled by the British shortly after first Anglo-Gurkha war in 1816. By 1830, it had developed as a major base for the British and by 1864, it was declared as the summer capital of British India. For ease of transport, foundation of a narrow-gauge railway from Kalka to Shimla was laid by the British in 1898. Construction officially began in 1900 and was completed within a short span of 3 years. Inaugurated by Lord Curzon on November 9th 1903, it has 102 tunnels (out of originally constructed 107 tunnels, 4 were abandoned and subsequently tunnel no. 46 near the Solan Brewery had to be demolished), Barog tunnel being the longest.                

According to most popular legend prevalent, an engineer called Col. Barog was incharge of laying the line including tunnel which was just before present day Barog station. In order to complete the tunnel in a very short span of time, Barog started digging Tunnel from both sides of the mountain. There were no satellites, GPS or modern gadgets those days so engineers’ calculations and measurements had to ensure that diggings at both ends were in alignment to each other. Tragically, upon reaching the center of the mountain, it was realized that the tunnel was not aligned and the workers were just digging two different tunnels in different directions, going past each other. This was heavily criticized by the British government and Barog was removed from his duties as in charge of the tunnel after imposing a fine of Re. 1. It is said that he became laugh of the town and center of all the jokes of British officers and even the Indian workers. Unable to cope with the humiliation, Barog one day walked into the tunnel along with his dog and shot himself. The dog ran to nearby village for help and by the time people reached there, Barog was already dead. He was buried nearby the tunnel and the village was named after him. The tunnel that Barog was digging was abandoned and a new tunnel was dug up by Chief Engineer H. S. Harrington that is operational today as Tunnel 33, called Barog tunnel. Baba Bhalku, a shepherd from Jhaja village, offered his help to H.S. Harrington. Baba is said to have used a wooden staff to accurately determine the tunnel's alignment by tapping the mountain walls and listening for the echo.

This entire story is what finally gave birth to the most popular haunting story of this railroad. As per the legend, Barog’s soul still haunts the tunnel that he could not finish and which eventually became the reason of his suicide. He is however believed to be a friendly ghost who would not even shy away from having a friendly chat with the living. People here often tell stories of how they went for a walk in the tunnel and met Barog’s ghost.

As per second story the tunnel was not abandoned because Barog could not align it but because of the mysterious deaths of the local workers. Several of the workers and even the British engineers were attacked and killed by an animal during night. People sleeping in their tents were dragged out and were found next day half eaten. One night, Barog along with a hunting party set out to hunt down the animal but at the end Barog was the only survivor from the hunting party and described the attacker as half human and half wolf, standing over 7 ft straight on his legs. The story soon caught fire among the educated English class and turned Barog into a laughing stock as nobody believed it. Barog was relieved from his duties after being labeled as mentally unstable. Unable to bear the humiliation, he committed suicide but even after him, the English could not get local workers back to work in the same tunnel as they were too scared of the incident, of the werewolf. British finally gave up and dug a new tunnel.

As per the third story, this tunnel is haunted by a witch clad in a white saree who can hypnotize people and have them follow her into the tunnel. Anyone who entered the tunnel under her spell was never seen again.

As per the fourth legend, people claim to have seen a beautiful woman clad in a black saree holding a child to her bosom. She just looks at the person who runs into her as if asking for help. She looks at the child that she holds several times before starting to scream in pain and run into the walls of the tunnels to vanish. As per story, this woman was a local who was killed by a motorist near the tunnel while she was still pregnant with her first baby.

And the fifth legend is of a sinister ghost of a signalman luring people into the tunnel waiving the green lantern in his hand and anyone who followed the light was never seen again. No one knows about this signalman.

Some people also claim that only first two legends are associated with Barog tunnel and other three pertain to tunnel no. 46 near the Solan Brewery (Dyer Breweries set up in 1855 at Kasauli by EA Dyer, father of Col. General Dyer notorious for Jallianwala Bagh massacre; acquired by Narendra Nath Mohan in 1949 and renamed as Mohan Meakin), that had to be demolished and the last one (Tunnel 103 that is now Tunnel no. 102 after demolition of Tunnel 46) which is nearest to Shimla station.

Regarding Baba Bhalku Ram’s contribution, Viceroy presented him with a medal and turban that are still treasured by his family. It is also said that after the completion of the Kalka-Shimla track in 1903, Bhalku went on a pilgrimage, from which he never returned. Northern Railway has made “Baba Bhalku Rail Museum” on 7 July 2011 at Shimla.