The mysterious station of Pattabiram Military Siding

I had wanted to mention the strange story of Pattabiram Military Siding station for a long time, and thought that the near disaster on May 5 would be a good time to bring it up.

First, a map of the region surrounding Pattabiram on the Chennai-Arakkonam section:


From Chennai to Arakkonam (right to left) you will pass Hindu College, Pattabiram and Nemilichery in succession. Note the turnoffs towards the north from Pattabiram. There are several EMU locals a day from Chennai Central and Chennai Beach to Pattabiram Military Siding E Depot, where the E supposedly stands for Engineering. There are turnoffs from both sides of Pattabiram station, although no scheduled passenger service uses the the one on the east.

As you would have read, one of these locals was moving from one track to another when the Chennai-Thiruvananthapuram Mail collided with its side, probably after over-running signals. Or there may have been malfunctioning signals. Fortunately there were no fatalities although eight were injured.

Those familiar with this route would know the separate platforms for the branch which are to the north of the main line. After turning north and crossing the West cabin, the line passes the station called PTMS and then continues to another station called Pattabiram Military Siding E Depot (PRES) where the EMUs terminate. That would be clear from this map, which shows the area slightly north of the first map.


The strange thing is that the station marked PTMS is a stop for these locals but does not seem to have ever appeared in the suburban timetables-even in the 1960s when the BG suburban timetables for Madras were included in the SR timetable. I have not seen it in any timetable since the 1960s.

Here you can see the trains which run to the E depot terminus:

and return:

These trains run both from the Chennai Central suburban terminus and Chennai Beach.

You can check the timings of these trains and find no reference to PTMS. Here is an example:

Of course, in this era of Google Maps blanketing the country it is impossible for any station to hide its existence unless it is in a restricted area. But 2005 was a long time ago. In March of that year I spent a few days exploring the unknown corners of Chennai including almost all of the suburban rail network existing at that time. I visited the now-vanished branch to Anna Nagar, and later took one of the locals bound for PRES.

After crossing Pattabiram West cabin the local came to a halt. The station sign said Pattabiram Military Siding, which I took to be the terminus. I found it odd that some passengers continued to sit in the coach. The train then zipped off towards the north to its ultimate destination.

It was then that I realized that this was a “ghost” station with no mention in timetables.

Fortunately a picture of the sign could be found on the net:

Pattabiram military siding

Not sure when this picture was taken, but clearly this was painted a long time ago compared to other signs in the Chennai area.

Some years later, when the RBS charts became available on the net, I found the Railways finally acknowledging the existence of the “orphan” station:


and if you approach from the west:


It is strange that this table does not acknowledge that the trains from the east do stop at Pattabiram station (though at a platform slightly away from the main station).

If you still doubt the existence of this station, it does have a ticket counter which issues tickets to all stations in the Chennai region, as you can see from this ticket I purchased on 24 March 2005:

PTMS ticket

It’s a long, long way to Gummidipundi (76 km at Rs 16 at that time), but only a railfan interested in studying the Chennai network in detail would make this journey.


DC traction on India’s railways-sidelights

Much has been written about the final days of DC traction in Mumbai, more specifically on the Harbour line from CSTM to Vashi which was the last holdout of this form of electrification on the Indian railways. This is not exactly true – the Kolkata metro will continue to be on 750 V DC indefinitely, and it is officially a part of the Indian Railways (unlike the metro systems in Delhi and elsewhere).

At its peak, the 1500 V DC system in Mumbai covered these sections:

WR: Colaba to Churchgate to Virar

CR: CST Mumbai to Pune and Igatpuri via Kalyan

CST Mumbai to Mahim and then in parallel to WR up to Andheri

CST Mumbai to Kurla via Harbour branch and then to Mankhurd,Vashi and Panvel.

(Mankhurd was the terminus until the 1990s).

Diva-Vasai Road

A typical news item about the conversion of the last route:

What most railfans may forget is that 3000 V DC existed on some routes out of Howrah for about a decade and 1500 V DC on one metre gauge route out of Chennai for several decades.

From an official IR publication of 1964, we can get the early history. It makes things simpler if we use the names of places which were prevalent at that time

The years of completion were:

Bombay VT to Poona and Igatpuri: 1930 (299 route km) on the Great Indian Peninsular Railway, predecessor of the CR

Churchgate to Virar: 1936 (60 route km) on the Bombay, Baroda and Central India Railway, predecessor of the WR.

Madras Beach to Tambaram: 1931 (29 route km, metre gauge) on the South Indian Railway, predecessor of the SR.


and Seoraphuli-Tarakeswar: 1958 (142 route km) on ER.

Coming back to Bombay, the VT-Reay Road section was opened in 1925 with electrification, as the 1 in 34 gradient at Sandhurst Road was felt to be an insurmountable obstacle to any other means of traction. Reay Road to Kurla had been running on steam since it was opened in 1910.The extension from Kurla to Mankhurd was completed by 1927 although it was electrified in 1936.

The Karjat-Khopoli branch was one of the first lines opened in India (in 1856, when it became the railhead for Poona for some years). It seems to have been electrified only in the mid-90s and timetables of 1994 show diesel-hauled passenger trains on the CR main timetable (not the suburban timetable).

The Diva-Vasai Road line was built in the 1980s and was electrified with DC soon after it was opened.

On what is now the WR, electrification was completed to Borivli in 1928 and to Virar in 1936. Colaba was the terminus for long distance and local trains until Bombay Central was opened in 1930, and the lines between Colaba and Churchgate were electrified but this line itself was closed at the end of 1930. Churchgate has been the terminus for local trains since then.

The short stretch from Madras Beach to Tambaram was electrified at 1500 V DC in 1931. Apart from the EMUs on this route, long distance trains continued to run on steam from Madras Egmore. By 1967 the Tambaram-Villupuram section was electrified at the then standard voltage of 25 KV AC and the Beach-Tambaram section was converted to AC to enable through running up to Villupuram.

After independence, the first steps towards electrification of ER lines out of Howrah were taken with Howrah-Bandel-Burdwan and Seoraphuli-Tarakeswar being completed by 1958. These too were converted to AC in the mid-60s, and all subsequent electrification in India was at 25 KV AC. The only exceptions were the extensions from Mankhurd to Vashi and then Panvel, Thane to Vashi and extensions,  and electrification of Karjat-Khopoli in the 90s which had to match the existing DC system.

More about DC locos, AC/DC locos and operational aspects to follow.