Station signs in undivided India

Here are some pictures of stations and signs as they were in the 1940s or earlier. It is interesting to see the languages used in some of  the signs, as these places are now in Pakistan

First, Karachi Cantt in the 1940s (from a film shot by a British soldier):

Karachi Cantt-1

Lahore, probably 1940s:

Lahore-just-before-Partition

Landi Khana. This is truly a rare picture, as it could have been taken only between 1926 and 1932. Note the Gurumukhi script.

LANDI_KHANA_STATION_1932

Landi Kotal, probably 1930s:

Landi Kotal Railway Station during British Raj

Landi Kotal another old

Shelabagh, close to Chaman on the border with Afghanistan and not too far from Kandahar. Note the southern end of the Khojak tunnel:

Shelabagh (old)

And finally Tanduri, on the now-closed Sibi-Khost section. It appeared in the 1891 timetable and never again. Perhaps the extreme heat gave it its name and hastened its closure:

Tanduri

(This picture seems to have been taken in 2009). The sign does look to be a century old.

Finally, this is what you would see while entering British India from Afghanistan at the Khyber Pass border checkpoint in the 1930s:

Afghan border

Afghan border (4)

It is easy to guess that the milestone refers to Peshawar, Jamrud and Landi Kotal. The station of Landi Khana was still closer to the border. It appears that an embankment and maybe rails were laid from there to the border, but trains never ran on them.

And when you tried to cross into Afghanistan at other points on the border, you would see this:

Afghan border(3)

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The rail tunnel in Baluchistan which appeared on a currency note

The Khojak tunnel on the way from Quetta to Chaman on the Afghan border was one of the earlier marvels of railway engineering in British India. Opened in 1892, it was 12,870 feet long (2.44 miles/3.92 km) and was the longest rail tunnel in South Asia until the Konkan Railway came along over a century later.

The location of most lines in Baluchistan can be seen here: (Kandahar is a little beyond the border at Chaman).

Bolan

The story of the alternative routes to Quetta is a long and complicated one and will have to wait till another day. Suffice to say that that the Bolan route involved gradients of 1:25 for several miles which was far more severe than any BG or MG main line anywhere else in undivided India. And double tracks were also used because of the slow speeds although there was little passenger traffic north of Quetta.

You may note a station called Hindubagh on the NG line to Fort Sandeman. As you may guess, it became Muslimbagh while the terminus became Zhob before the line closed around 1990.

You can also see the long lonely line to Zahidan in Iran starting off from Spezand. With luck, it has been running passenger trains twice a month for the last few years.

The southern end of the Khojak tunnel started near Shelabagh station. Note the double line though the tunnel.

Khojak

And this scene appeared on earlier Pakistani currency notes:

Pak note Khojak

(This note was in circulation from 1976 to 2005.)

A longer article about this tunnel can be seen here:

http://pakistaniat.com/2006/12/18/railways-khojak-tunnel/

This site (which became inactive in 2011) contains a number of other articles about Pakistan’s railways by Owais Mughal.