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):


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:


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:

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 hasĀ  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:





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.



BG link to Silchar is finally ready

In the last two days, the CRS has inspected the BG line from Lumding to Badarpur and Silchar. It is understood that this route will be opened for passenger traffic shortly. It has been a particularly tortuous conversion (even worse than that of Hassan-Mangalore) which has stretched on since 1997.

Various acts of terrorism (including attacks on trains as well as construction sites), heavy monsoon rains as well as apathy from various Central governments did not help either. Here we see the distance tables for the BG and MG lines. Note that there is a completely new alignment in the central portion, bypassing Haflong and its circle round the hill. A total of 16 km has been reduced. Some stations have been left out while new stations have been added. These are marked in bold.

Lumding Silchar route 001

Here you can see the beginning of the diversion from Migrendisa. Of course, if you follow the line right from Lumding you will see quite a difference in alignments. In some cases like Migrendisa the BG and MG stations are at different locations. You can follow the route down to Bandarkhal to see the different alignments clearly:,+Assam+788819/@25.1799083,93.0555428,15z/data=!4m2!3m1!1s0x374fa3e329fdadf3:0xe2ff7a660d6272c8

Jatinga is a sort of tourist spot because of the birds which are bent on ending their lives there, though it is not really a mystery:

Another odd point is a station with the typical North Indian name of Kalachand, among exotic names more reminiscent of East Asia.

At the time of writing there is no service between Badarpur and Karimganj (which is still under conversion), while one pair of MG passenger trains are running between Karimganj and Agartala.

The Lumding-Badarpur route has a long and not very happy history. (However, the Badarpur-Silchar section is in the plains and does not have any particular problem with the terrain). The former was considered as a major operational bottleneck, with abut 18 km of 1:37 gradient which is now eliminated. It was a major supply route during World War 2, with supplies being shipped from Chittagong port to Upper Assam, where a number of airstrips in the Dibrugarh area were supplying China over the Himalayas. And there were the army operations in what is now Nagaland and Manipur. The Japanese came close to capturing Dimapur, which may have resulted in the fall of much of North-eastern India. Here are a couple of pictures from that time:


The full caption reads: …crossing the Detokcherra Bridge on the Bengal Assam Railway. The pipeline on the near side of the bridge is the Chittagong-Lumding pipeline.


These pictures are from a book “Line of Communication” by John Thomas (1947) which gives a comprehensive picture of railway operations east of Calcutta during the war, when most of the running was taken over by the US armed forces. At that time the old stalwarts the Eastern Bengal Railway and the Assam Bengal Railway had been merged into the Bengal & Assam Railway for the purpose of better coordination in wartime. There was plenty of reorganization again in 1947. I will cover more about the earlier history later.