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.








The tortured past of metros in Kolkata

We begin with what appears to be the best map of the existing Kolkata Metro which one can find from regular websites:

Even this has some errors in station names, but at least it shows all the stations existing today and their connections with the regular railway system.

This is the corrected list of stations along with distances:

Kolkata Metro

The rate of progress was painfully slow even by the standards of infrastructure projects in India. This will be apparent from this table:

Extension date Terminals Length
24 October 1984 Esplanade Bhowanipore 3.40 kilometers (2.11 mi)
12 November 1984 Dum Dum Belgachhia 2.15 kilometers (1.34 mi)
29 April 1986 Bhowanipur (now Netaji Bhaban) Tollygunge (now Mahanayak Uttam Kumar) 4.24 kilometers (2.63 mi)
13 August 1994 Belgachhia Shyambazar 1.63 kilometers (1.01 mi)
2 October 1994 Esplanade Chandni Chowk 0.71 kilometers (0.44 mi)
19 February 1995 Shyambazar Girish Park 1.92 kilometers (1.19 mi)
19 February 1995 Chandni Chowk Central 0.60 kilometers (0.37 mi)
27 September 1995 Central Girish Park 1.80 kilometers (1.12 mi)
22 August 2009 Tollygunge (Mahanayak Uttam Kumar) Garia Bazar (now Kavi Nazrul) 5.85 kilometers (3.64 mi)
7 October 2010 Garia Bazar (now Kavi Nazrul) New Garia (now Kavi Subhash) 3.00 kilometers (1.86 mi)
10 July 2013 Dum Dum Noapara 2.09 kilometers (1.30 mi)
Total Noapara New Garia (now Kavi Subhash) 27.39 kilometers (17.02 mi)

Construction started in earnest in 1978 and the short section from Esplanade to Bhowanipore / Netaji Bhawan was opened in 1984. It was another 11 years before the familiar Dum Dum- Tollygunge route was fully opened. Extensions started again in the 2000s and the line extended downwards to Kavi Subhash (New Garia) and upwards to Noapara by 2013.

The line has the usual IR broad gauge and the 750 V third rail system which the suicidal may find convenient, while the Delhi Metro has overhead 25 KV lines (which become overhead third rails in tunnels). One famous victim was former tennis champion Premjit Lal who jumped before a train in 1992 and ended up a cripple who survived another 15 years or so.

Once the route was fully open in 1995, it did make a significant difference to the traffic jams and vehicular pollution on the main north-south axis in Central Kolkata, while not making a difference to the rest of the city. Much later air-conditioned rakes added to passenger comfort.

The Kolkata Metro was recently formally declared the 17th zone of the Indian Railways, while the Konkan Railway remains a corporation which is nominally not under IR but is part of it for operational purposes.

The story of Line 1 is not over yet. Construction of the northward extension to Baranagar and Dakhineswar is in full swing. As for Lines 2 to 6….well, that is another story.

A popular grouse is the mass renaming of stations in the Trinamool era. There had some renamings earlier such as Bhowanipore to Netaji Bhawan. The southward extension from Tollygunge (sorry, Mahanayak Uttam Kumar) had stations with logical names such as Kudghat, Bansdroni etc. which corresponded to the actual names of the localities. Now see what happened in Kolkata Metro . The station now known as Shahid Khudiram was initially planned as Pranab Nagar and became Birji before getting its present name. All the stations south of Tollygunge now have names which have no obvious connection with the names of the localities. That is why announcements and display boards have to clearly specify “Netaji station serving Kudghat”. Locals and visitors alike will get confused with two stations named after Netaji and two more after Rabindranath Tagore.

The terminus of Kavi Subhash is adjacent to the New Garia station on the regular railway. There is a similar arrangement at Dum Dum (which has thankfully not been renamed). A sort of connection exists between Rabindra Sarovar metro station and the obscure station of Tollygunge on the railway, which is a few hundred metres away, though that station is itself not as well connected as the other two.

So much for Line 1. There are now big plans for lines 2 to 6, which deserve a post by themselves.