From the Indian Railway timetables of 1975

The All-India Railway Timetable was the “Bible” of a section of railfans until 1976 when it was replaced by “Trains at a Glance”. The Indian Bradshaw started sometime in the 19th century and appears to have vanished a few years ago. And then there were the timetables of the individual zones. Unlike the All India RT and Bradshaw, they carried the zonal maps as well. They survive today as a sort of hybrid, an example being the Western Zonal Timetable which includes the Central, Western, West Central and North Western Railways.

Today, however, we look at some extracts from the maps attached to the Southern and South Central Railway timetables issued in November 1975. It is instructive to compare them with the maps of the present railway systems in those areas.

First, the inset showing the Madras area:

madras-area-1975

Notes: Many more stations have come up on these suburban sections since 1975.

See the MG lines extending up to the Tondiarpet yard. It was a bit startling to observe a YG next to the BG tracks while travelling north from MAS in the late 80s.

Madras has long become Chennai, while Madras Park and Madras Chetpat have since been contracted  to Park and Chetpat. (However they are listed as Chennai Park and Chennai Chetpat in the RBS tables. Not the first time that official names in the Railway’s own databases are not the same as the names on the signboards.

The Villivakkam- Anna Nagar branch came and went in the 2000s.

This map shows Veysarpadi which was and still is a cabin and not a station. Vyasarpadi Jeeva station came later.

And the mapmaker forgot the existence of Madras Beach station, where once MG lines met an outlying BG line.

The Hindi signboards in this area are curious in that they use Hindi transliterations of Tamil words rather than Hindi words. Today we have:

Chennai Beach : Chennai Kodikirai in Hindi

Chennai Fort: Chennai Kotte

Park: Punga

Also, Egmore is revealed to be the Anglicized form of Eshambur.

The Hyderabad area:

hyderabad-area-1975

Notes: Husain Sagar Jn was a functioning station at that time, while James Street station vanished soon afterwards and was revived with the MMTS in the 2000s. Many new stations appeared when the MMTS started. Today Husain Sagar has a large signal cabin while the platforms of the long-vanished station can still be seen.

The short-lived Telapur-Patancheru branch appeared some years later and has now vanished. If you keep your eyes open you may see the abandoned station of Telapur west of Lingampalli, from where the branch departed to the north. There is some talk of reviving this branch as part of the MMTS.

Note the forgotten siding to Trimulgeri.

An intensive suburban system with YDM2 diesels served the MG suburban sections running north and south of Secunderabad. Now, of course, you will not see any MG line within a few hundred km of the Hyderabad area.

 

Bangalore to Mysore by rail: Renaming runs wild

First we take a look at different signs at SBC station, in its various avatars as Bangalore City, Bengaluru City and finally Krantivira Sangolli Rayanna (Bengaluru Station). Also don’t ask why the S got into SBC.

Bangalore CityBengaluru CityKR Bengaluru station

But the average Bangalorean might prefer to stick to calling it Majestic, like the way Hyderabadis stick to Nampalli, Amdavadis to Kalupur and Banarsis to Cantt (well, it was officially known as Benares Cantt until the 1940s).

At the other end of the line 138 km away we have Mysore (now Mysuru):

mysore-railway-station

Mysuru station

But the line between these cities has seen more than its share of renaming. Let us first look at an Indian Bradshaw entry from 1935:

Bangalore Mysore 1935

The reproduction is not too good, and the mileage is not visible in this scan. Odd things you can see here are Maddur listed as a junction (though no branch line from there is listed in this Bradshaw or anywhere else). And several place names do not appear in present timetables.

Here is an extract from an official website showing the timings of a passenger train between Bengaluru and Mysuru:

Bangalore Mysore TT 2015

Even this train does not stop at a few stations such as Krishnadevaraya Halt (5 km from SBC), Palahalli Halt (between S and NHY) and Mysuru New Goods Terminal (4 km before MYS) which is a pure goods station.

(Palahalli is apparently not on the present alignment but is still mentioned in railway documents).

Note the rare one-letter codes for Yeliyur (S) and Shrirangapatna (S)

Apart from the changes to the names of SBC and MYS, we also note:

Closepet is now Ramanagaram (possibly it had been named after a British official)

French Rocks is now Pandavapura

Seringapatnam is now Srirangapattana (changing the simplified spelling of the British).

Other points of interest: the 1935 timetable shows 13 intermediate stations. The present slow passenger train stops at 19, while at least 3 more are known to exist.

Of course, there has been progress on this line. It was converted to broad gauge by the mid-90s and electrification continues at a snail’s pace-apparently it is complete up to Mandya. There is now a Shatabdi from Chennai along with numerous trains to different corners of the country. Even the former single track MG line is almost completely doubled apart from a short stretch outside Shrirangapattana where Tippu’s armoury building is being bodily shifted to make way for the new line, as you can see here:

Armoury

Thanks to Raghavendra Rao and Sandeep Mohan for useful updates.

 

 

 

 

 

 

 

Update to the Lumding-Silchar line

This is an update to my earlier post of June 25-you may like to have a look at it first:

https://abn397.wordpress.com/2015/06/25/bg-link-to-silchar-is-finally-ready/

As things turned out, our optimism was misplaced and the Commissioner of Railway Safety felt that the line was not fit for passenger traffic, although goods trains continued to run.

After all approvals, regular passenger services were formally inaugurated on Nov 21. The only passenger train on this section is a passenger train from Guwahati, which has  SL and unreserved class at the moment. It can be called a fast passenger as it has only one stop between Guwahati and Lumding.

Here are the timetables for these trains:

Guwahati-Silchar:

GHY SCL 001

Silchar-Guwahati:

SCL GHY 001

This also marked the resumption of direct trains between these cities, which had stopped since the early 1990s when the broad gauge reached Lumding. Prior to that there were two express trains, the 11/12 Barak Valley Express and the 201/202 Cachar Express running on this route. In Nov 1983 there were two other passenger trains on this route, one between Lumding and Badarpur and another called the Tripura Passenger, between Lumding and the then railhead at Dharmanagar.

It will be instructive to compare the timings of these trains from the Nov 1983 Bradshaw with the present timings.

Barak Valley TT

The broad gauge conversion and associated realignment (which shortened the route by about 16 km) has resulted in considerable speeding up-13 hours as compared to 17-19 hours in the past. Presumably these trains were hauled by YDM-4s at that time.

More trains can be expected on this route in the near future. Once the connecting lines to Agartala and elsewhere are completed, we can look forward to Rajdhani and Sampark Kranti Expresses as well.

 

 

The Non-Government Railways of India in 1964, and what happened to them

Apart from the privately published Indian Bradshaw, there was the All-India Railway Timetable which, until 1976, provided information about all the zones of the Indian railway system. All the 9 zones (which existed from 1966) had individual timetables which were bound into a single volume, along with some other pages of general information.

I used to have a copy of the 1964 edition which had all the 8 zones existing then (as the SCR was yet to be created). There was a small section at the end titled “Non-Government Railways”. These lines were also covered in Bradshaw, but were scattered all over and not segregated into one section.

These were the non-government railways mentioned in 1964:

1) Dehri-Rohtas Light Railway

The Martin Burn lines:

2) Howrah-Amta Light Railway
3) Howrah-Sheakhala Light Railway
4) Arrah-Sasaram Light Railway
5) Futwah-Islampur Light Railway
6) Shahdara-Saharanpur Light Railway

The McLeod & Co Lines

7) Burdwan-Katwa Light Railway
8) Ahmadpur-Katwa Light Railway
9) Bankura-Damodar River Railway

The Amta and Sheakhala lines were 2’0”, and all the others were 2’6”

Here is some information from a talk I had given in 2007. Some further developments have occurred since then which I have updated, but this information may not be fully accurate.

1)The Dehri-Rohtas Light Railway ran south from Dehri-on-Sone to Rohtas and later Tiura Pipardih; the last extension was in 1958. It was built by Octavius Steel, and later became part of the Sahu Jain group which also owned Rohtas Industries in Dehri-on-Sone.

It had considerable passenger and goods traffic, mainly stone and marble.

It closed in 1984 due to problems with the parent company, which went into liquidation. There is no apparent plan for revival or conversion.

Tail piece: In 2007, the Railways acquired the land of Rohtas Industries at Dehri-on-Sone which would be used for the Eastern Freight Corridor.

The Martin Burn Light Railways

2) & 3) The Howrah-Amta and Howrah-Sheakhala Light Railways were amongst the very few 2’0” lines in the plains. They carried an extensive suburban traffic for commuters into Calcutta-and may well have been the most heavily used narrow gauge lines in the world.

These lines originally ran from Telkul Ghat, but were running from Howrah Maidan in 1964. They were closed due to losses (and labour trouble) on 01-06-71.

The Howrah-Amta line was gradually converted to an electrified BG line over the years. It can be found in the SE suburban timetable, with several pairs of trains daily. It also included the branch from Bargachia to Champadanga which remains closed.

The Howrah-Sheakhala line is supposed to be converted, but there is not much progress even though the Railway Ministry was controlled by the Trinamul Congress for several years. This also includes a short branch from Chanditala to Janai, near Janai Road on the Howrah-Barddhaman chord.

4) The Arrah-Sasaram Light Railway, like the Dehri-Rohtas line, passed through rather backward areas. It connected the Patna main line with the Grand Chord.

It was closed on 15-02-78. Conversion to BG was started and has been completed by the late 2000s. It is now on the East Central Railway. Local services run between Ara (formerly Arrah) and Sasaram, including an intercity express between Patna and Bhabua Road.

5) The Futwah-Islampur Light Railway ran south from a point near Patna on the main line. It was closed on 01-02-86, and was converted to BG around 2000. It now sees a few passenger trains and even the superfast Magadh Express from New Delhi. This is also part of the East Central Railway. Futwah is now known as Fatuha.

6) The Shahdara-Saharanpur Light Railway was the only such line in North India. It had considerable commuter traffic into Delhi as well as goods traffic. It had a separate station at Shahdara which could be seen till the mid-80s.

This also fell victim to losses and closed on 01-09-70. However it was converted to BG in the late 1970s, probably due to the influence of one-time PM Charan Singh whose constituency Baghpat was on the route. It now forms part of the Northern Railway. After this the trains terminated at Delhi Jn rather than Shahdara. A small diversion was made at the northern end where the line now branches off at Tapri rather than Saharanpur itself.

It now carries several crowded passenger trains including DMUs and a Saharanpur-Delhi express (since extended to Farukhnagar off Garhi Harsaru). There is also a tri-weekly express between Haridwar and Ajmer. Although the line is not suitable for high speeds, it has sometimes been used as an emergency backup for trains like the Kalka Shatabdi.

The McLeod & Co Light Railways

7), 8) The Burdwan-Katwa and Ahmadpur-Katwa Light Railways continue to run as part of the ER. They were transferred on 01-07-67 and 01-04-66 respectively.

Ahmadpur features in the famous “jackfruit letter”.

NG services with railcars and diesels continued until recently, The former line had 5 pairs of trains daily. The Barddhaman-Balgona section was converted to BG a few years ago and was even electrified, with a few EMU services per day. NG services continue between Katwa and Balgona.

The Ahmadpur-Katwa line was closed for conversion to BG in the past year.

9) The Bankura Damodar River Railway ran from Bankura to Rainagar. It was handed over to the SER on 01-07-67.Conversion to BG was completed in the late 2000s and two pairs of DEMUs now run between Bankura and Mathnashipur, 15 km beyond the former terminus of Rainagar. The line is to be extended to the Howrah-Barddhaman chord at a point near Masagram, and is likely to see more traffic then.

Other “Non-Government lines” which existed after 1947:

The Port Trust BG lines in Bombay, Calcutta, Madras and Visakhapatnam were extensive but not part of the IR network. They never appeared in the timetables as they had no passenger traffic.

The NG lines around Murtazapur and Pulgaon are still owned by the Central Provinces Railway Company, but have been operated by the GIPR and then CR for many years. They appear in the main timetables.

Martin Burn had two lines which were not mentioned in the 1964 timetable:

The Barasat-Basirhat Light Railway closed on 01-07-55. It later became part of the Barasat-Hasnabad BG line of the ER which now has EMU services from Sealdah.

The Bukhtiyarpur-Bihar Light Railway was replaced by a BG line in 1962, which ran beyond Bihar Sharif to Rajgir. It now has several long-distance services including a section of the Shramjeevi Express from New Delhi and a passenger train from Howrah. The line has been extended south of Rajgir to Gaya via Tilaiya and Manpur, though only one pair of DMUs presently run on this route. It was part of the ER and is now in the ECR.

McLeod & Co had the Kalighat-Falta Light Railway which closed on 01-04-57. There is apparently no chance of revival.

References:

All-India Timetable of 1964 and current timetables.
The Great Railway Atlas by Samit Roychoudhury (2005 and 2010 editions)
Information about locomotives can be found in Indian Locomotives (Parts 3 and 4) by Hugh Hughes.