The Darjeeling Himalayan Railway in 1943

We have all heard of the train to Darjeeling, but there was more to it than the single line from Siliguri to Darjeeling. This should be apparent from these timetable extracts from 1943. These are not from the Bradshaw which had rather poor print quality, but from another source (more about that later).

DHR TT 001

First, this is an extract from the Bengal & Assam Railway. See its logo showing that it was founded in 1942. This was an emergency measure following the outbreak of World War 2 in Asia. The old stalwarts Eastern Bengal Railway (HQ in Calcutta, main station Sealdah) and the Assam Bengal Railway (HQ in Chittagong) were merged to form the B & A Railway to make it easier to manage rail transport east of Calcutta. Essentially the running of the railways was taken over by the US armed forces.

Of course, the B & AR was broken up after partition and its tracks are now spread over the present Sealdah  division of ER, the NFR, and Bangladesh Railways.

Now we look at the timetables of the DHR. These lines were not part of the B&AR, but it was the practice to include adjoining smaller railway systems in the timetables of larger systems.

DHR TT 002

There are several points here that many railfans may be unfamiliar with. To begin with, this system was the 2-foot narrow gauge unlike most other narrow gauge lines in India which were 2 ft 6 in. Only a handful of 2-foot gauge lines in India survive now, including the mountain railways to Darjeeling and Matheran.

The Siliguri station here was the BG terminus where long-distance trains such as the Darjeeling Mail used. It was located at the station now known as Siliguri Town. Note the connection between the Mail arriving at 06.44 and the NG train (also called the Mail) at 06.59, and in the reverse direction when the passengers presumably had their dinner at Siliguri.

The present Siliguri Jn was opened as part of the Assam Rail Link in the late 1940s. It is located at the former wayside station of Siliguri Road seen above.

When New Jalpaiguri station was opened in the early 1960s, the NG line was extended south from Siliguri Jn to there passing through Siliguri Town, which had gone from being a major terminus to an unimportant wayside station.

Panchanai Jn was the point where the DHR branch to Kishanganj turned towards the left. There is no sign of it now. There have been various other changes pertaining to loops and reverses. One result of this is that Chunabhati station is no longer on the route. This timetable does not show the numerous halt stations which have mostly vanished without a trace, though Batasia is now a stop for the joyride trains between Darjeeling and Ghum.

Now for the rest of the DHR:

DHR TT 003

The Siliguri-Kishanganj Extension and the Teesta Valley Extension were built later (dates given below). The Kishanganj line provided a connection to MG trains from Barsoi and Katihar side. Being in the plains, it did not need the special B class engines but used more conventional ones. Apart from the usual 4-6-2s, there was also a Garratt.

This line became the starting point of the Assam Rail Link, enabling MG trains from the Katihar side to enter northern Bengal. Note that many of the stations (including Naksalbari and Baghdogra) became part of the MG line though there were some changes in alignment. For instance, the new MG line went directly from Matigara to the new Siliguri Jn without crossing Panchanai (where the station was demolished).

The Teesta Valley Extension had an unfortunate end. Initially the Assam Rail Link followed it up to Sevoke. There was a mixed gauge line from the new Siliguri Jn to Sevoke. Here the TV line turned north while the new MG line crossed the Teesta just east of the station and continued eastward to join the existing MG system at a place which became known as New Mal Jn, and finally to Fakiragram and beyond.

The terminus at Gielle Khola seems to have been known as Kalimpong Road in the earlier days. A ropeway connected this station to Kalimpong.

But this line did not last long after Independence. Severe flooding damage occurred in early 1950 which resulted in the line being closed permanently. Though the tracks ran close to the highway towards Kalimpong and Gangtok, you are not likely to see any trace of the line now unless you take the help of local experts. And the NG line from Siliguri to Sivok was pulled up as it no longer had any purpose, leaving a pure MG line behind. In the  2000s the entire MG route in this area was converted to BG.

Some historical notes here:

DHR History 001

Note the stamp issued in 1982.

The above information is from a nice little booklet called “A guide to the Darjeeling Himalayan Railway” by Richard Wallace, first edition in 2000. There is a more detailed second edition published in 2009.

There is another useful book by R.R. Bhandari which may be available at the bookstall at the National Rail Museum at Delhi.

Numerous other books (mainly of British origin) are also there. Some may be available from bookshops in Kolkata and the Darjeeling area.

Other useful links include:







Rail Quiz No 2

Here is a fairly simple one for those who are familiar with timetables of the 1970s:

What was common between these four stations as of the mid-70s (but not today):


Answer: These stations had three gauges of lines.

The first to get it right was Abhirup Sarkar.

Notes for those who are interested:

Remember, all this applies to the 1970s and not now.

BG, MG and NG are mentioned in order for each case.

NJP: The main line to New Bongaigaon, branch line from Siliguri, 2’0″ DHR to Darjeeling.

Bangalore City: Main line from Madras, various lines to Mysore, Hubli etc, 2’6″ line  to Bangarapet via Yelahanka, Chikballapur and Kolar. The NG terminus moved to Yelahanka in the 80s. Now that line is also BG. Possibly Yelahanka had all 3 gauges for some time.

Miraj: Main line from Bombay and Poona, main line from Bangalore, branch line to Kurduwadi. (Up to around 1970 it was on the MG line from Poona to Bangalore. BG conversion got up to Miraj and Kolhapur and then stopped for many years).

Ujjain: Major branch line from Bhopal to Nagda and Indore, minor branch line from Indore via Fatehabad Chandrawatiganj, 2’0″ branch to Agar which probably closed in the 80s. This was originally part of the Scindia State Railway which also ran three similar branches out of Gwalior, one of which still runs on NG.


The Satpura Railway still exists!

In the last few months, there have been a number of articles in the popular media and rail fan groups regarding the demise of the network of narrow-gauge lines in Central India known as the Satpura Railway, now coming under the South East Central Railway.

If you were to take these articles seriously, you would imagine that these lines were being permanently closed down leaving this area without rail communication. They are, of course, being converted to broad gauge and this network has been gradually converted over the last decade. You can expect the conversion to be over within a couple of years.

Here we have an 1964 map of the then SER which shows all the NG lines long before Project Unigauge was even thought of.

SER 1964 001

Note the numerous NG branches all over the zone. However, the Raipur branches and everything east were not part of the Satpura system.

For the moment, however, there still exists one functioning narrow gauge line between Nagpur and Nagbhir which has three pairs of trains a day. This will also face the conversion axe sooner or later, but you can certainly travel there now. Thanks to local expert Alok Patel for this tipoff.

Here you can see the overall list of trains (from an official website, but errors are not impossible):


Nagpur Nagbhir


Nagbhir Nagpur

Here are the timetables for the first trains in either direction:


Nagpur Nagbhir TT


Nagbhir Nagpur TT

Note that the station of Moti Bagh was known for its narrow-gauge loco shed and other workshops (besides a small railway museum) but was not used for regular passenger services. I do not think it appeared in passenger timetables until now.

For instance, it is not there in the printed timetable of 2014. That shows the first train leaving from Nagpur at 05.55. The second train given above is shown at Itwari at 10.10/10.15 and then at Nagpur at 10.45.

So the laments for the demise of the narrow gauge Satpura Railway were a little premature. Ride this 110-km route south of Nagpur while you can. There are also a few BG trains running through Nagbhir. These include an express between Chennai and Bilaspur (once weekly in each direction) and between Yesvantpur and Korba (twice weekly).

This map showing part of Nagpur may be helpful:,79.1014885,15z

Incorporating a few comments received from my old friend Alok Patel:

“Conversion has been sanctioned for the NGP-NABN line but no serious allocations done yet. I suspect they will want to complete the main Satpura lines first since the Nagpur-Chhindwara-Jabalpur-Gondia network had surprisingly high traffic. Also note that the station code for Nagbhir Narrow Gauge has been changed to NABN to signify NG. The BG station must now be using the code NAB”

“I haven’t been to MIB for a long time now but the trains don’t start from MIB per se. They start from the MIB yard, go to NGP, reverse at NGP, go down the same route till the triangle at MIB where they stop to pick up passengers, bypass the MIB yard at the triangle and continue towards Itwari. I suspect the one kilometre or so long NGP-MIB stretch won’t stay operational for much more time, now that the key Chhindwara side traffic has ceased to exist.”



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.


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.