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.


The US Presidential elections and Indian place names

As the saturation coverage of the US elections will continue for a while, we may as well try to match their leader’s names to place names in India.

While the incumbent President Barack Obama came to India more than once, he does not seem to have visited this place:


His predecessor Jimmy Carter did indeed have a village near Gurgaon named after him. Supposedly his mother had been there with the Peace Corps at one time:

A halt station called Carterpuri (between Bijwasan and Gurgaon) was listed in the timetable for a few years, though it seems to have closed down long ago and no trace of it can be seen now. A new station called Palam Vihar Halt was built some years later in the same general area, though no trains appear to stop there now.

When Bill Clinton was President, the combination of him and the First Lady was referred to as Billary. Therefore, a logical place for them to visit is:


although it has now been renamed to:


If (somehow) Donald Trump wins, he could visit the small town of McDonald’s Choultry in Tamil Nadu, though the station (between Salem and Erode) was long ago renamed to:


This name change in the 1970s was perhaps the first step against the McDonaldization of India.

We close with this one currently making the rounds on social media, presumably taken in around 1970:


Also read this one:

Rail Quiz No 2

Here is a fairly simple one for those who are familiar with timetables of the 1970s:

What was common between these four stations as of the mid-70s (but not today):


Answer: These stations had three gauges of lines.

The first to get it right was Abhirup Sarkar.

Notes for those who are interested:

Remember, all this applies to the 1970s and not now.

BG, MG and NG are mentioned in order for each case.

NJP: The main line to New Bongaigaon, branch line from Siliguri, 2’0″ DHR to Darjeeling.

Bangalore City: Main line from Madras, various lines to Mysore, Hubli etc, 2’6″ line  to Bangarapet via Yelahanka, Chikballapur and Kolar. The NG terminus moved to Yelahanka in the 80s. Now that line is also BG. Possibly Yelahanka had all 3 gauges for some time.

Miraj: Main line from Bombay and Poona, main line from Bangalore, branch line to Kurduwadi. (Up to around 1970 it was on the MG line from Poona to Bangalore. BG conversion got up to Miraj and Kolhapur and then stopped for many years).

Ujjain: Major branch line from Bhopal to Nagda and Indore, minor branch line from Indore via Fatehabad Chandrawatiganj, 2’0″ branch to Agar which probably closed in the 80s. This was originally part of the Scindia State Railway which also ran three similar branches out of Gwalior, one of which still runs on NG.


Rail Quiz No 1

What connects these four stations?


A related one: What connects these 4 stations?:


The answers will be put up in about 24 hours. Be precise!

Statutory disclaimer: These pictures have been taken from various websites. The copyrights of these pictures rest with their creators.


  1. These are the northernmost, westernmost, easternmost and southernmost junctions in India. (Ravi Swamy S was the first to get it).
  2. These are the northernmost, westernmost, easternmost and southernmost divisional headquarters in India. (Debatra Mazumdar and Aditya S. Nivarthi were the first to get it).


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

(Apart from CR and WR, some lines of the Bombay Port Trust were electrified with DC as well).

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 virtually 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.

Summary of the extreme points of India

Hope that some have found these posts informative. I am listing them below:

The northernmost points of India (Revised June 2017)


There are some countries like Britain whose extreme points are well documented. The little towns of Land’s End and John O’Groats are well-known tourist spots.

In many countries one or more borders and extreme points are in remote areas-particularly so in India’s northern and eastern borders. There is a difference between:

  1. What the Indian government says its borders are
  2. What area is actually controlled by the Indian government
  3. What area is disputed by other countries (though this is really of no concern to the Indian public, one has to see maps published from other countries which show a large area as disputed).

One can also look up the definitions of “de jure” and “de facto” if one wants to be further confused.

Anyway, this Wikipedia article claims to mention all the extreme points of India. For today we deal with the northernmost points, and we will return to the other points later.

We start with a typical map of Jammu and Kashmir from a school atlas:

If one was to take this seriously, the international borders shown here are the true borders of the India since Independence.

J and K 001

A point of interest is the thin sliver of Afghanistan (known as the Wakhan corridor) bordering India’s territory. Crossing this you enter Tajikstan, formerly part of the USSR.

But what is actually controlled by India? This map from Wikipedia sums it up:


Note the green area which has been controlled by Pakistan since shortly after independence, although minor changes have occurred in the 1965 and 1971 wars.

Then there is the Aksai Chin (in beige, like the rest of China and Tibet) which was taken over by China some time in the mid-1950s, without the Indian government or armed forces knowing about it. Also note that a portion of  south-eastern Ladakh is held by India and is marked as disputed.

The Siachen glacier (in white) was not permanently occupied by any government until the Indian armed forces occupied positions there in 1984.

Then there is the Shaksgam valley which is supposed to be in India, and was occupied by Pakistan and later transferred to China.

So you can see that the northern-most point actually occupied by India’s forces would be somewhere near the northern end of Siachen, on the border with Xinjiang province of China.

Now we look back to the Wikpedia article referenced earlier: If you click on the co-ordinates you will end up with a map showing the location. But it may take less time if you first open Google maps or Wikimapia etc and enter the coordinates yourself.

The borders will be shown differently if you are using  or, say, .


Heading Location Administrative entity Bordering entity Coordinates[nb 1] Ref
(disput-ed, govern–ed
Near Indira Col, Siachen Glacier Indian-administered Kashmir Xinjiang, China 35.674520°N 76.845245°E [3]
(disput–ed, claimed)
Dafdar in the Taghdumbash Pamir near Beyik Pass Xinjiang, China Wakhan Corridor, Badakhshan Province, Afghanistan 37°24′00″N 75°24′00″E [4]
(undis- -puted)
Near Dharwas, Chamba district Himachal Pradesh Indian-administered Kashmir 33.24902°N 76.82704°E [5]


The first point shows what may be the northernmost Indian military post at Indira Col in the Siachen, with latitude approximately 35.6745 N.

The second shows a place some distance along the Karakoram highway near Tashkargan, the first town in Xinjiang.

And the third shows the northernmost point of Himachal Pradesh (since the whole of J & K is disputed 🙂 )

This is all rather messy, so you may prefer the map referenced here:


which shows the location of Indira Col with reference to the Line of Control.

This article explains the significance of NJ 9842 and the line heading northeast from it:

There are a few helipads in the glacier area. One of them, at Point Sonam, has been listed as the world’s highest helipad at 21,000 ft. It is referenced here:

Apart from the location above, there is a built-up area at Daulat Beg Oldi (DBO) airstrip: 

which is at 35.390 N . Note the comment:

“Other than Siachen Glacier military bases, it is India’s northernmost built-up area.” There is a nearby small town of Murgo, (35.0411 N) which is not yet connected by motorable road to Leh although some roads exist around DBO.

And DBO is listed as the world’s highest airstrip at 16,600 ft. It was first operated with Packet aircraft in 1962, and now handles AN-32s and C-130Js. References are given in the Wikipedia article.

The northernmost town which can be visited by the Indian public is now Warshi:

Also see this map for the roads here:

Warshi’s latitude is 35.0629 N, while the previous northernmost accessible place was Turtuk with 34.8474 N. Turtuk was under Pakistan’s control until 1971.

Fortunately the extreme points in the west, east and south are not so confusing. We visit them next.

Footnote: here is another map of disputed territories, which seems to have appeared in “The Economist” at some point. We will meet it again when we come to the eastern extreme points.

Disputed areas

You may also like this one about disputed territory on the Uttarakhand border:

Tail piece: Indian journalists routinely mis-spell the McMahon line as the MacMohan line, thinking of the second-rung villain of Bollywood: