Long names in Karnataka

Andhra Pradesh is usually considered to be the state with the longest place names. But Karnataka is not far behind.

Some smaller places which come to mind are:

and

And artificially long names can be created, starting with the state capital:

More recently there are:

and now

Where passenger trains do not run-2

(Added a few more based on inputs by Mr Ganesh Iyer and others).

Now we look at goods-only lines which connect ports.

The line from Obulavaripalli to Krishnapatnam port has been covered here: https://abn397.wordpress.com/2020/01/09/the-new-line-to-krishnapatnam-port/

Bhadrak-Dhamra port:

There must be some crossing stations, but they are not listed.

Ennore -Ennore port:

Chennai Harbour (HOM) does not seem to have a connection to other stations in the area.

Karaikal Port:

Note that this station is not the same as Karaikal (KIK).

Visakhapatnam Port:

Older timetables show local trains running from Waltair (present VSKP) to Vizagapatnam Town and then Vizagapatnam Port.

Gandhidham-Kandla:

This had limited passenger services in the past when MG lines were still there. And even when NG lines of the Cutch State Railway served this area.

Next door, we have the ultramodern port at Mundra:

Adipur-Mundra:

Even a separate station for the airport.

Navlakhi:

This had passenger services in the past. Long ago there were ferries between Navlakhi and Kandla.

Other port lines such as Hadmatiya-Jodiya, Jamnagar-Bedi and Khambaliya-Salaiya have been closed for a long time when they were still MG. Presumably they were not felt to be worth coverting to BG in the 1970s.

A BG line still exists from Jamnagar to Windmill which may be extended to Bedi port.

Kochi Harbour Terminus:

This was a busy passenger section in the past, but the conversion of the Ernakulam-TVC line in 1975 spelt the start of this station’s decline as a passenger station. Perhaps the last important express to go there was the 41/42 Cochin Express which continued till the late 80s (and was then extended to Alleppey).

Problems connected with electrification of the bridge after ERS played a part. A recent attempt to run a DMU between ERS and CHTS in late 2018 was deemed a failure-partly because of the long closures of LC gates. Goods services continued with diesel traction, but the original port lost much of its importance with the commissioning of the container terminal at Vallarpadam.

Vallarpadam:

This is a new line built which branches off from Idapalli, before ERN.

Panamburu (New Mangalore port):

This line was built around 1970 and could be said to be the first step of the Konkan Railway from the southern end. The proper KR started from Thokur.

Marmagao:

MRH had passenger trains in timetables of the mid-60s, though the important trains terminated at VSG.

Finally to Gujarat again:

Sikka:

This branch had passenger trains until the 80s.

Pipavav:

Passenger trains still run up to Rajula City.

JNPT (near Mumbai):

There is no station named Nhava Sheva in RBS.

No station named Hazira either. There is a line accessible from Gothangam which reaches the Kribhco factory near Hazira. Presumably the line to the port is not complete.

We should remember that Mumbai, Kolkata and Chennai ports have their own railway systems which are not part of any zonal railway. Details do not seem to be given in RBS. Part of the KPT’s lines became part of the Kolkata Circular Railway.

However the lines to Mundra and Pipavav are part of WR.

Where passenger trains do not run-1

The Indian Railways have a number of routes which have goods traffic but little or no passenger traffic. Here are the route details for some of them. This is not supposed to be comprehensive. Details of port lines will be given in a subsequent article.

Ranippettai

Was in timetables earlier, now being revived for goods.

Remember that Walajah Road was the first terminus for trains starting from Madras. It was called Arcot at that time.

Bengdubi:

For military traffic.

Gadchandur:

Manikgarh is just south of Balharshah. This route does not seem to have had any passenger trains. It is primarily for cement traffic.

Ghoradongri:

This siding connecting Sarni town has existed for a long time. However, the distance is not mentioned here.

Ghugus:

The Tadali-Ghugus section was listed in timetables of the 1970s. Now it only has goods services. There was/is a cement factory at Ghugus.

Husainiwala:

This was part of the Ferozepore-Lahore route in the past. Nowadays it has DMU services once a year where pilgrims come to commemorate the sacrifices of Bhagat Singh and others.

Motumari-Jaggayapeta-Vishnupuram:

This was opened in the 80s to connect a cement plant at Jaggayapeta. It was later extended to Vishnupuram on the Nadikude-Bibinagar section. This could provide a connection with the North-South route with a point on the latter. So far, no passenger train has run here. This is apparently because low MPS on part of this route.

Palasthali:

Was earlier in the timetable.

Panipat Refinery:

Bhauli has not had passenger service.

Majri-Rajur:

Majri-Rajur was earlier in the timetable. Passenger trains still run from Majri to Wani and then to Pimpalkhuti and Adilabad. And coal trains still run from Rajur colliery.

Tirap siding:

Better known as the eastern-most point served by IR. It is a coal loading point. The closed Lekhapani station is a few km further east on an unconverted MG line.

Tuli:

Tuli is in Nagaland. The Amguri-Tuli section was earlier in the timetable with passenger services.

Butibori-Umred:

Was constructed long ago when Umred was on the Nagpur-Nagbhir NG line. Umred Colliery is a few km short of Umred station. So far no passenger trains have run here. This extension could open up another route for trains from Nagpur towards the south-east.

Ranajitpura:

For iron ore traffic. Ranajitpura station is located in the town of Donnamalai Township. This has never had passenger trains. Tornagallu is the site of the Vijayanagar airport.

Swamihalli:

Also for iron ore traffic. Vyasa Colony is the replacement for the closed Gunda Road junction which had an unsatisfactory location for BG traffic. Swamihalli was an MG terminus earlier.

Karampada:

Another iron ore line. The section beyond Karampada to Kiriburu and Meghataburu is closed.

The station Rakshi serves a place commonly spelt as Roxy.

An unofficial passenger service has sometimes operated here with a coach attached to a goods train. Even otherwise, local people are known to travel on the goods trains.

Daitari:

Not listed in the timetable. A number of steel plants were to come up near Daitari.

Tiger Hill:

Colliery line in Chhattisgarh.

If one studies the old maps of the Dhanbad coalfields area, you can see many routes where passenger trains have not run or a long time (or never). Jharia is one station which is unlikely to see any restoration of traffic.

There are a few short routes which are not covered here. In most cases they are built to connect mines or heavy industries.

NTPC runs a few long lines with intermediate stations, though they are not part of IR.

The lines connecting ports will be covered in part 2.

The line to Aizawl

There have been some advertisements regarding various rail mega projects which will link the remotest borders by rail.

Here we look at one such project which may be completed relatively quickly.

The present railhead for Aizawl (and the whole of Mizoram) is Bhairabi, on a branch from Katakhai Jn which is between Badarpur junction and Silchar.

The line is to extend 50.5 km to Sairang, which is about 21 km short of the centre of Aizawl.

Here is the list of stations according to the RBS tables:

The link to the “rest of India” is Badarpur, so we also give the stations between Badarpur and Bhairabi.:

In 1947, the terminus was at Lalaghat near the present station of Lalabazar.

Note the district HQ of Hailakandi. This was part of Sylhet district which, along with Karimganj sub-division, remained in India while the rest of the district went to East Pakistan.

Let us see if there will be an Aizawl Rajdhani.

You can trace the path of the new line from Bhairabi on this map:

https://www.google.co.in/maps/place/Bairabi,+Mizoram/@24.1820813,92.5436294,14z/data=!4m5!3m4!1s0x374e03e98bcd8d27:0xaabba20e26eb562!8m2!3d24.1853491!4d92.5371264

The vortex in Bhortex, and other stories

An average railfan would have seen the station of Bhortex in the WR timetable, and wondered how this “non-Indian” spelling came there. However, this is what you will see there:

This is in Maharashtra, on the Surat-Bhusaval section. You can see that it is spelt Bhortek (in English, Hindi and Marathi). A look at maps of the area confirms this. In fact, the timetable entry changed to Bhortex some years ago. It looks like a clerical error by the timetable department. But no one has bothered to change it. Bhortex also remains in the RBS site.

Another persistent error relates to this station:

This is in Punjab, near the Punjab-HP border on the Kangra Valley line. Anyone slightly familiar with Indian history would realize that the spelling is correct. This station serves the hill station of that name. But the NR timetables and the RBS site have chopped the last E for several years, and display Dalhousi Road today. This would again been a clerical error which no one has bothered to correct.

Now to Jharkhand, on the Gomoh-Daltonganj branch and not far from McCluskieganj we have:

The station is listed as Gumia. In the locality both Gumia and Gomia are used, especially as the only large industrial unit there uses Gomia. It appears that the local practice was initially to spell it Gumia, though Gomia became more widespread since the 1960s. Now even the station sign says Gomia, but the timetables and RBS still stick to the old name.

There are many instances of British names becoming Indianized, such as Worsleyganj becoming Waris Aleganj and McDonald’s Choultry becoming Magudan Chavadi. But there is one odd example from Bareilly in UP. You would have heard of the divisional headquarters at Izatnagar. Or is it Izzatnagar?

When you reach this station, you will see these signs:

So which is correct? In the vicinity you will see both varieties being used in shops and offices.

It was indeed Izatnagar to start with, named after a British railway manager named Alexander Izat. There is also an Izat Bridge elsewhere on the NER near Allahabad. But somehow the word “Izzat” crept in, and now features in the timetable and RBS.

But we can see that no one in the railways seems to care if the signs with different spellings are standing in close proximity.

More about Mr Izat and the Izat bridge here:

https://wiki.fibis.org/w/Izat_Bridge

Other misspellings have lasted for a few years before being corrected. Examples would be “Duckyard Road” for this:

This is in Mumbai on the Harbour Branch. Far away in the Nilgiris, this station

was listed as “Hillgroove” for some years. (These mistakes may have been because “duckyard” and “groove” are valid English words).

There are, of course, numerous stations where you will find signboards with different spellings, often on the same platform. Some well-known ones are Hafizpet/peta and Washer(man/men)pet which you can still see today.

We close with a station in a relatively remote part of Rajasthan, between Bandikui and Bharatpur. It is listed as Tarchhera Baraoli Ran. This is what you will see there:

So someone, either at the NWR headquarters or the local painter has messed up.

But if you check Google maps for this locality (at 27.21 N, 77.10 E) it is shown as Talchera Baraoliran. That is what the sign says. So the timetable is wrong again.

Now, does this really matter to most people including railway passengers of the area? Not really, since they usually know where they are going regardless of what the timetable or sign says.

But it does seem to show that the station sign is more likely to be correct than the official website or timetable.

Anyone seeking to create a practical railway guide or map should keep this in mind. In most cases pictures of the sign can be found in the site https://indiarailinfo.com/ at the entry for the particular station.

Welcome to Kevadiya

The route from Vadodara is given below:

Note that a narrow gauge line existed from Vishvamitri (VS) in the past. The section between VS to Dabhoi was converted to broad gauge some years ago. The less important narrow gauge branch to Chandod was later converted but did not seem to have any BG passenger service until now.

More recently, with the advent of the Statue of Unity it was decided to extend the broad gauge line a further 32 km to the dam township called Kevadiya Colony. This station was finally called Kevadiya. Electrification was also expedited from Dabhoi.

Here you can get the list of trains serving Kevadiya:

https://erail.in/trains-between-stations/kevadiya-KDCY/vadodara-jn-BRC

and

https://erail.in/trains-between-stations/vadodara-jn-BRC/kevadiya-KDCY

There has been some talk of this line (and indeed) the Statue of Unity being an unnecessary expenditure which may not be of much use to the nation. There are various arguments for and against this.

The long-distance trains will provide additional connectivity from some cities (especially Chennai) towards Surat and Vadodara where there may be a need for more capacity. And additional services from Ahmedabad and Mumbai towards these cities.

The Jan Shatabdi between Ahmedabad to Kevadiya will include Vistadome coaches, for what they are worth.

India’s Far West

As of today, it is well known that the western-most railway station in India is Varvala (long 68.97E) and the western-most terminus is Okha (69.07E)

The western-most junction was thought to be Kanalus (69.90E) but it is actually Wansjaliya (69.86E), which means about 4 km between the lines of longitude.

However, the western-most junction in the past was Khambaliya, which had a branch to the port of Salaya until the 1970s. Its longitude is 69.66E

The railway line up to Naliya (68.84E) has been closed for conversion to broad gauge for several years. This work is now progressing from Bhuj and may be completed in 2021. It is proposed to extend this line to Vayor (68.69E) which is north-west of Naliya.

So Varvala and Okha will lose their titles when the trains start running to Naliya.

The western-most airport with regular commercial flights is Bhuj (69.21E). While Bhuj has an IAF base, the military airport furthest west is the Naliya air base (near Naliya Cantt station) which is at 68.87E. It is known that the IAF has a helipad at Koteshwar on the coast at 68.53E. Naliya has fighter aircraft, and their Mig-21s shot down a Pakistani recconaissance aircraft close to the border in 1999.

Bhuj airport’s competitor is Porbandar at 69.64E. It includes enclaves of the Navy as well as the Coast Guard who also fly from there.

In due course the railway may reach Koteshwar. That is quite close to the western-most point of India, which is not as ill-defined as the northern-most point. This point on the mainland is 68.48E, while the western-most village appears to be Guhar Moti at 68.49E

You can amuse yourself with finding these places on this map link:

https://www.google.co.in/maps/place/Kutch,+Gujarat/@22.9416315,69.7547649,9z/data=!4m5!3m4!1s0x39511e0750db4489:0x2049bf8ec25dea88!8m2!3d23.7337326!4d

Why does this station exist? – continued.

While most railway routes run between major cities, the stations in between would include fairly large stations which may not be justified by the local population. These could be junctions which have to be at particular locations, or loco sheds and watering/coaling points at suitable intervals preferably with a good water supply, or workshops which need space as well as a suitable supply of skilled and unskilled labor.

I am giving a few samples of each case. This is not meant to be an exhaustive listing, and anyone who wants to enumerate all cases in each category is welcome to do so.

Junctions in small places:

Amla, Arakkonam, Bhusaval, Bina, Daund, Dornakal, Gomoh, Gudur, Guntakal, Itarsi, Jolarpettai, Katni, Kazipet, Kharagpur, Khurda Road, Kiul, Lumding, Manmad, Mughal Sarai, Shoranur, Tundla, Villupuram, Viramgam.

(Of course, some like Mughal Sarai are not too far from larger urban centres.)

Rajasthan has a number of these, e.g. Bandikui, Bayana, Degana, Luni, Marwar, Merta Road, Phulera, Ratangarh.

Loco sheds in small places:

(These include those which are not junctions):

Abu Road, Balharshah, Bitragunta, Dongargarh, Gangapur City, Jhajha.

Major railway workshops/offices in small places not counted so far:

Adra, Alipur Duar, Chakradharpur, Chittaranjan, Dahod, Danapur, Jagadhri, Jamalpur, Kapurthala, Marhaura, Mariani, Podanur, Rangiya, Rewari, Yelahanka.

Sometimes one can guess why a steam loco shed (or at least a watering point) was located at a particular place, considering that steam locos had to stop every 150-200 km.

Considering the Mumbai-Delhi (WR) route:

Valsad is 194 km from MMCT and 197 km from Vadodara.

Gangapur City is 171 km from Kota and 153 km from Mathura.

Try to see the logic of the location of Bitragunta, Dongargarh, Jhajha etc.

However, Balharshah gets in because it was the terminus of the Nizam’s State Railway for a long time before the GIPR reached it.

Why does this station exist? – an introduction

If you look closely at the major railway routes in South Asia and elsewhere, you will notice fairly large railway facilities at places which were not important towns to begin with. So there must have been some reasons for locating these stations at a particular place.

Sometimes the reasoning was clearly stated. In the earlier days of the East Indian Railway the large workshops and training centres were set up at Jamalpur in Bihar. The EIR administration did say that they did not want the junior employees to be distracted by the bright lights of Calcutta.

Another peculiar station was Barog on the Kalka-Shimla route. This station does not have much population in the vicinity and exists primarily to provide food to the passengers. (Although there is a larger town Solan few km away),

On the micro scale, crossing stations needed to be set up for the convenience of smooth running on single line sections. There are literally hundreds of such stations all over the country. For example, persons familiar with the Haridwar-Dehradun area would know Motichur and Kansrao stations which exist only for crossing purposes.

Junctions would need to be set up where important routes met. Other stations with coaling and watering facilities for steam locos would need to be set up at certain intervals. Sometimes this could be done at the junctions. If not, a large station would have to be set up at a place which was not already a junction. The criteria for location would be that it would be 100-250 km from the nearest station with similar facilities.

We will look at such stations on the trunk routes in subsequent blogposts.

If at first you don’t succeed……

 

You may aspire to winning a Nobel Prize. But you may have to be satisfied with an Ig-Nobel Prize.

And there is at least one person who won an Ig-Nobel Prize before getting a Nobel Prize a decade later:

https://en.wikipedia.org/wiki/Andre_Geim

especially this bit: https://en.wikipedia.org/wiki/Andre_Geim#Ig_Nobel

Similarly, if you cannot reach Singapore during the lockdown you can go to:

This place in Odisha was once listed as Singapore Road. Later it became Singapuram Road before settling on its present name.

If you cannot reach Kuala Lumpur, there is

This is in the hills of southern Assam.

If you want to visit the capital of New Zealand, there is

in the Nilgiris. Both are named after the same person.

Riga is the capital of Latvia in Europe. For this we have one in Bihar:

This Riga was of some interest to steam enthusiasts, as you can see above.

If you wish to venture further to Dundee in Scotland, there is

near Jabalpur in MP.

Not sure if you really want to go to Accra in Ghana. For that, we have this place near Kolkata:

A smaller country in Africa is called Guinea-Bissau. For that we have Bissau in Rajasthan:

However, you have to draw the line somewhere. If you are going to Jakarta and you are sent to this place instead, you should not accept it.

This is in one of the more remote parts of Uttarakhand, where the Special Frontier Force roams. Even the elite troops of the Mukti Bahini trained here in 1971.

 

Quick quiz-Place names with initials.

Try to find the full forms of these place names. Google may help in some cases:

  1. An easy one to start with. What is Wimco?
?????????????

2. Which station? And what important railway facilities are there?

3. What is DMW?

4. What does DAV stand for?

5. What is WRS? and which city is nearby?

6. This is not in West Bengal, but in another state where Bengali is the main language. What does S.K. stand for?

ANSWERS BELOW:

  1. WIMCO stands for the Western India Match Company, a long-standing MNC which was taken over by ITC in the 2000s. The main factories were in Ambernath and Chennai (which had this station which remains after the factory was closed).
  2. NKJ= New Katni Jn. A major electric loco shed is nearby (with locos marked NKJ). There is also a diesel loco shed nearby with locos marked “Katni”.
  3. Diesel Loco Modernization Works at Patiala. It was earlier known as Diesel Component Works, which had the initials DCW. https://dmw.indianrailways.gov.in/
  4. There are DAV colleges and schools in many towns in northern India. This stands for Dayanand Anglo Vedic. There is also a halt station for DAV College Jalalabad, a smaller town in Punjab.
  5. The Wagon Repair Shop colony in Raipur.
  6. Sindhu Kumar Para in Tripura. It is not clear why a relatively short name like this needs initials.

The quickest good responses were from Ganesh Iyer and Pavel Ghosh.

More mysteries in Karnataka

After solving the mystery of T-Sakibanda , the Special Investigative Team turned its attention to mysterious names in Karnataka. They are relatively new, as they came up in the last decade on the Bengaluru-Hassan line via Shravanabelagola. We first take up B.G. Nagar station:

All the languages mention only the initials B.G. Looking in the map of the surroundings, there is no immediate clue to the full form of B.G. Nagar.

There is however the BGSIT or BGS Institute of Technology nearby:

https://www.google.co.in/maps/place/BGS+INSTITUTE+OF+TECHNOLOGY/@12.9651433,76.7262857,16z/data=!4m5!3m4!1s0x3bafeed69801ae53:0xa9dd86aab57869ad!8m2!3d12.9651433!4d76.7284744

The institute’s website http://www.bgsit.ac.in/ indicates that its name is in commemoration of a person named

Sri Sri Sri Dr.Balagangadharanatha Maha Swamiji

Founder President, Sri Adichunchanagiri Matt

So now you know what the B.G. stands for. You could not expect the full name to come on the station sign. Case closed.

Our next visit is to D. Samudhravalli, further west after Shravanabelagola.

Here you can see that D is followed by a full stop. What does D stand for?

The station is at a place called Samudravalli while D Samudravalli is another place which is not on the railway.

That still does not help us.

By googling for Samudravalli, we identify a nearby place called B Samudravalli.

It looks like there are different places called A, B, C and D Samudravalli as it needs to be administered in four parts.

Case closed.

The Special Investigative Team is looking for more such cases to study. So far they could find BEML Nagar and VOC Nagar which are easy to expand. So some more place names with odd initials will have to be identified.