Reviving the Darjeeling Mail route?

Here are extracts showing the timetable of the Calcutta-Siliguri route in 1943:

Darj Mail 001

As you can see, the border line crossed the tracks between Chilhati and Haldibari stations.

Recent pictures of these stations:

Further south, the Radcliffe line crossed the tracks between Banpur and Darsana. Later Gede station was built closer to the border. (Similarly Petrapol station was built close to the border).

As we well know, the Maitri Express and some goods trains cross the Gede-Darsana border. Probably the Haldibari-Chilhati border will  be used for goods trains only. In case you are wondering, there have been many attempts by Indian governments over the years to get Bangladesh to allow transit for Indian road vehicles and trains to cross Bangladesh to reach North Bengal and the Northeast. They do not seem to like the idea. In fact, tourist visas issued to Indians invariably mention that you must enter and leave from the same point if traveling by land e.g. if you enter at Benapole you have to leave at Benapole.

The US and Western countries do not have such restrictions on the entry and exit points. It is understood that the Bangladesh government has made these restrictions as it does not want visitors to use their country as a means of traveling from one part of India to another.

Anyway, there are some interesting stories connected with the Haldibari-Siliguri section, which I will take up next.

 

The Darjeeling Mail of 1943

This is from a much-copied Bradshaw from 1943. The exact date is not clear. However, by then the Eastern Bengal Railway and Assam Bengal Railway had been merged in a short-lived marriage resulting in the Bengal & Assam Railway in order to facilitate the war against Japan. The US armed forces had then taken over most of the train traffic going into Assam. For once, the British took a back seat in India.

It would be instructive to compare these timings with those of the pre-war period (say 1939) as wartime shortages and military traffic may have reduced speeds considerably. Wartime exigencies caused a number of branch lines in different parts of India to close by 1940, some never to reopen.

The timings of the up and down Mail:

Darj Mail 001

Note that the full details of stations and trains between Sealdah and Ranaghat are not given above. They are given below:

Ranaghat1 001Ranaghat2 001

Coming back to the main timetable above, the future border stations of Gede/Darsana and Chilhati/Haldibari can be seen. Not exactly, as Gede station was built after Partition. The last station on the Indian side in this timetable would be Banpur. On the Pakistani side, the existing Darsana station was felt to be too close to the enemy border so a new Darsana station was built a little further east, which lay on the new main line from Khulna to the north. Similarly New Gitaldaha was built somewhat further from the earlier Gitaldaha which was close to the border.

The old network of the EBR was so Calcutta-centric that important towns in the western half of East Pakistan had never been connected before. Even for that a new line had to be constructed between Jessore and new Darsana, somewhat like the far more complicated Assam Rail Link which India built in 1948-50.

The Hardinge Bridge is near Paksey station.

Also note the station of Hili which lies exactly on the border. The Radcliffe Commission stated that in that area the border was defined as the railway line is. Even till the 2000s  it was considered the easiest place to come and go between India and Bangladesh.

At the northern end, the terminus of Siliguri later became the unimportant station of Siliguri Town, between the newly built major stations of Siliguri Jn to its north and later New Jalpaiguri to the south. The NG line was later extended south to New Jalpaiguri to connect with the broad gauge.

You can also see the BG Assam Mail up to Parbatipur. The MG Assam Mail ran from there via Lalmonirhat, Gitaldaha and Golakganj to the Brahmaputra ferry which ran between Aminigaon and Pandu, with a shuttle connection to Gauhati. Wagons were connected to goods trains going further east. Much of the freight ended up on the Ledo Road to China and the numerous air bases from where US transport aircraft flew to China. The toll of men and machines on these flights over the Himalayas were huge, and many crashed aircraft have not been found even 70 years later. Others continue to be discovered by dedicated researchers: see http://www.miarecoveries.org/

There was the Surma Mail (from the first page) which had a rather tortuous route-Sealdah to Ishurdi and Sirajganj Ghat, connecting steamer to Jagannathganj Ghat, connecting MG train to Mymensingh, Akhaura and Chittagong.

The Calcutta/Ranaghat pages show trains which went to Goalundo Ghat with ferry connections to Narayanganj (for Dacca) and Chandpur (for Silchar). At some time there was also a connection from Chandpur to Chittagong.