More odd station signs in India

A number of odd things can be seen in station signs if one keeps one’s eyes open. Here are a couple picked up from the net. Copyrights of the pictures are that of their respective creators.

First, this one from New Delhi.

New Delhi..

Nothing out of the way, right? Now see this one, also from New Delhi:

New Delhi unofficial

See how the Punjabi inscription has been added. Just wondering if this was done by the railway staff or someone else.

Something similar has happened at Titagarh station near Barrackpore.

First see this one of Barrackpore, which can be taken as the “standard practice” in this area:

Barrackpore

It can be seen that it has Bengali, Hindi and English.

Now see the sign at Titagarh:

Titagarh

It looks as if  an unofficial Urdu inscription has been added, like in the case of New Delhi above. Thanks to those who pointed this out.

It does look to be unofficial as the official signs would have the inscriptions of different languages to be of similar sizes and not in relatively tiny sizes as in these two examples.

To end on a lighter note, here is a more humorous example of modifying signs (this time from England):

Turban outfitters

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Good neigbours

Examples of station signs with languages of neighbouring states.

Copyrights of the pictures belong to the respective photographers.

Raichur station-5 languages

Raichur in Karnataka and close to Telangana. Has Telugu apart from English, Hindi, Kannada and Urdu.

OLYMPUS DIGITAL CAMERA

Nearby in Telangana there is Krishna. Has Kannada apart from English, Hindi, Telugu and Urdu.

kollengode-4

Kollengode, Kerala. Has Tamil apart from Malayalam.

Pollachi_junction_station_name_board

Pollachi, Tamil Nadu. Has Malayalam apart from Tamil.

Sini

Sini, near Jamshedpur in Jharkhand. Has Odiya and Bengali.

Finally, Pimpalkhuti in Maharashtra, close to Telangana.

pimpalkhuti

Another odd thing. Many stations in Maharashtra have separate inscriptions for Hindi and Marathi even if they are identical, but not here. A typical example is this one from Miraj where Hindi and Marathi inscriptions are identical:

Miraj

These are a few samples of good neighbourliness. Numerous other cases can be seen in other parts of India.

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)

Indian railway stations with matching names

There are some names which you will find in many Indian towns, such as Mahatma Gandhi Road. And there are many places with similar names, such as Rampur which must be the name of dozens of villages and small towns. Ironically, the largest place with this name was once part of a princely state ruled by Muslims.

Most of us have heard of the large cities of Hyderabad (capital of undivided Andhra Pradesh) and Hyderabad in Sind. Pre-1947 timetables listed the two as Hyderabad (Deccan) and Hyderabad (Sind). I could not locate any old pictures of these stations and their signs, though this is what they look like today:

There never was any train between these cities, and anyone traveling between them by train would have had to change at several places. One possibility would include a sea journey between Bombay and Karachi.

This also illustrates a general rule which the Indian Railways have tried to follow-that no two stations should have exactly the same name. Of course, the station code will be different.

One example is Madhupur in Jharjhand and Madhopur in Punjab:

You cannot travel by a direct train between these stations. The Howrah/Jammu Tawi Himgiri Express does run through both, but stops only at the one on the left. The one in Punjab is a smaller station, but for some years in the 1960s it was the northern-most station in India before the line was extended to Kathua, Jammu and beyond.

Then there are the three Katras:

The first two are in UP. The first is an ex-MG terminus near Gonda which is across the river from Ayodhya. It was connected to the BG network in recent times when a bridge was built across the Saryu.

The second is between Shahjahanpur and Bareilly. The third is the new showpiece station (SVDK) which is the railhead for Vaishno Devi.It is the northern-most station on the main IR network (though not on IR; that is Sopore near Baramulla). It is likely to hold this status for a few years until the connection to Banihal is completed.

There is one train which runs through Miranpur Katra on its way to SVDK, but does not stop there. This is the once-weekly Kamakhya/SVDK Express. The Himgiri Express and Kolkata/Jammu Express also run through it, though they still terminate at Jammu.

Then we have two places with similar names in Maharashtra and Jharkhand:

The one on the left was called Chandrapur (Maharashtra) until recently. There is another station called Chanda Fort nearby. There are no direct or nearly-direct trains between these stations.

And now to Rajendranagar in MP and Bihar:

The former is on the southern outskirts of Indore and is presently served by a number of DEMUs between Indore and Mhow. The latter is east of Patna Jn and is an important secondary terminus for Patna, while Danapur and the new Pataliputra station also fulfill this role.

There are two weekly trains between Indore and Rajendranagar Terminal (one of which was involved in a serious accident near Kanpur last November). So it is a reasonably simple task to travel between the two Rajendranagars. It is possible that the MG conversion south of Mhow may see some long-distance trains connecting these stations, though they are unlikely to stop at the one in MP.

Now these two in Rajasthan and Tripura. The latter has just seen the start of passenger services from Agartala:

It is theoretically possible that one day there may be a direct train between these two stations. There may not be much logic behind this routing.

The station on the left was opened in the mid-60s as part of the Udaipur-Himatnagar new line. The existing terminus of Udaipur was renamed Ranapratap Sagar, and still hosts most of the railway offices of this region. For some years Udaipur City was one of the few stations which were pseudo-junctions where a line of one gauge ended and line of another gauge started. It has now lost this status as the Udaipur City-Ahmedabad MG line is now under conversion. Other examples of pseudo-junctions are Kalka and Mettupalaiyam (but not Neral, Pathankot, NJP and Siliguri Jn which are junctions in the regular sense). Other pseudo-junctions have existed in the relatively recent past (e.g. Parli Vaijnath)

The station on the right is presently a terminus, but the line will soon extend downwards to Belonia and Sabrum at the southern tip of Tripura. It will not touch the now-closed terminus of Belonia which lies a short distance within the Bangladesh border. Also note that Bengali is the official language (at least for station signs) in Tripura and three districts of southern Assam.

Now, you may ask, is there any case of two widely separated stations with similar names having a direct train connection. There are some trivial cases like those of Merta Road/Merta City and Latur Road/Latur (but not Ranchi Road/Ranchi). But there is one more. I traveled between them recently. More on this later.

Note: Copyrights of the pictures here belong to the original photographers.

Places associated with India’s Prime Ministers

Here are a few stations associated with various Indian Prime Ministers. Not all PMs have been included, including Dr Manmohan Singh whose birthplace Gah is over 80 km from the nearest currently functioning station (Rawalpindi). The only person recorded as Acting PM may also appear here.

The places mentioned below are either the birthplace or favorite constituency or a place associated with the person.

 

 

Should not be too difficult to guess, even though one place is now in Pakistan. There may be more than one picture for one person.

Fruit on rails

A collection of picture of stations of the Indian Railways whose names involve fruit:

There is Mango, a suburb of Jamshedpur, which does not have a station. As someone said, there is no space for the mango man in a banana republic.

Take a closer look at the sign for Sitafal Mandi in Hyderabad. It appears to be one of the old signs from the time of the Nizam’s State Railway, with the Hindi inscription added later.

One wonders how the citizens of Nagpur allowed a much smaller town to grab the title of Orange City.

And Amla may not be named after the fruit but is supposedly an acronym for “Ammunition Land”, where a large military storage facility exists.

Afterthought-Prior to partition, Afghanistan used to export fruits to different parts of India by train. These fruit trains usually started at Chaman (a railhead to the north of Quetta), travelled down the Bolan Pass and made their way to faraway places.

 

 

 

 

 

“Foreign” station signs in Britain

If there is one thing crazier than an Indian railfan, it is the British railfan. They have been at it for over a hundred years with specialized publications starting from the 19th century. Anyway, we take a look at this collection of trivia about British stations:

http://www.railwaycodes.org.uk/stations/bilingual.shtm

To begin with, all stations in Scotland must have signs in English and Gaelic. Likewise in Wales all stations must have signs in English and Welsh. Often there is a considerable difference between the two place names of a station.

In the tiny system on the Isle of Man, it is Manx Gaelic along with English.

Northern Ireland is not covered here.

Then it starts getting interesting. Cantonese in Irlam, Punjabi in Southall, Urdu in Levenshulme.

Here are the signs at Irlam, a small station in Greater Manchester:

A quick look at the Wikipedia article for this place does not say anything about the Chinese population in the vicinity.

Most readers here will be familiar with Southall:

southall

This western suburb of London has a large Punjabi (mainly Sikh) population.

And finally to the lesser-known Levenshulme:

This is also in the Greater Manchester area and has a large population of Pakistani origin.

Extensive research by British railfans has failed to find other station signs in languages other than English. As the article says, there are a number of welcome signs and general signs in various languages, but these are the only platform nameboards in other languages.

Thanks to Mark Lester for pointing me to this site. It contains some other trivia about various aspects of stations in Britain. Note that while Northern Ireland is part of the United Kingdom, it is not part of Britain.

Afterthoughts: all said and done, Britain has become an increasingly multicultural and multilingual society. The vote for Brexit was partly due to this, though the voter’s ire was directed more against the immigrants from the far-flung parts of the EU rather than the Asians. But one wonders what the average native Brit thinks when the majority of his or her fellow passengers in a Tube coach  are clearly of non-British (and that too non-European) origin. I did observe this phenomenon a decade ago. For that matter, a significant number of rail transport employees (particularly in and around London) are of Asian or West Indian origin, though they and perhaps their parents and even grandparents may have spent their lives there.

There was a time in the late 1940s and early 1950s where the London transport authorities had recruiting offices in places such as Barbados and Jamaica (which were still colonies then) where any able-bodied male was offered free transport to Britain if he was prepared to work for them.

Sometimes I came across interesting combinations, such as a steward on a long-distance train with a typical Tamilian name who had migrated from Malaysia and was settled in Edinburgh. Then there was the West Indian female ticket collector who admired a visiting Indian lady’s dress sense, and the rather large West Indian male ticket collector who approached us suspiciously in a first-class coach, though his attitude changed when he saw our first-class Britrail passes. On other occasions I ended up helping Gujaratis and Pakistanis (who were presumably residents and not tourists) who had problems with the railway system and apparently did not know English well enough to figure things out.