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:,+Mizoram/@24.1820813,92.5436294,14z/data=!4m5!3m4!1s0x374e03e98bcd8d27:0xaabba20e26eb562!8m2!3d24.1853491!4d92.5371264

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:


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:,+Gujarat/@22.9416315,69.7547649,9z/data=!4m5!3m4!1s0x39511e0750db4489:0x2049bf8ec25dea88!8m2!3d23.7337326!4d

Military rule over the Indian Railways

There are many stations named “Cantonment” and “Fort” and even Barrackpore. Here we look at military personnel.

Start at the bottom with “Sepoydhura”, a halt station north of Kurseong on the Darjeeling line. It was closed long ago. Next in the hierarchy is

(Just west of Allahabad on the main line).

Moving up the hierarchy we come to

(North-east of Gorakhpur).

Still further up:

(Near Gonda, yet again in Uttar Pradesh).

Now we are stuck. There is a locality in Kanpur called Generalganj which is fairly close to CNB, but does not have a station. And Senapati district in Manipur, far from any railway.

The term “Chhatrapati” is “protector”, strictly speaking. But that title was given to Shivaji who was a successful military leader.

Maharashtra comes to the rescue with the renamed Bombay VT:

There are numerous smaller places named after war heroes, often from the distant past. And those named after British officials, some of whom were from the military.

One example is from the mid-19th century, commemorating Major Sleeman who led the operations against the Thugs of central India:

This is between Jabalpur and Katni in MP.

A relatively newer one is

which is between Jodhpur and Jaisalmer. It is named after Major Shaitan Singh, Param Vir Chakra awardee from the 1962 war.

There must be a few others from the post-independence era which I missed out.

Down South

Completing our study of station names including directions.

The word South is Dakshin/Dakshina/Dakkhin in several languages including Hindi, Bengali, Kannada and Telugu.

This listing is not supposed to be comprehensive.

We start with

Here, South is transliterated into both languages.

Similarly here:

This pair from Andhra Pradesh is more interesting:

In the older sign above, South is transliterated into both languages.

In the newer sign, the correct Hindi and Telugu words are used.

And this station does not appear to have any passenger services.

The correct Hindi and Kannada words have been used here.

“South” also appears in the middle of a name, like in this station on the Kanpur-Banda section:

Guest appearances:

This was known as Ernakulam South from the late 1930s to the late 1950s. However, a fair number of local people persist in using the old name (as in the case of Ernakulam Town) which still causes trouble to visitors.

Simlarly, Ashokapuram was earlier known as Mysore South (long before Mysuru appeared).

There are a number of stations in Bengal which start with Dakkhin. The best known must be:

However, the place name may not originally have anything to do with the word South.

Another is

There is indeed a better-known Barasat in the Kolkata area, though this station is far from there.

One may argue that this (below) is not really a separate station. But you can see this sign inside the Sealdah complex:

Thanks to S Aravind, Ganesh Iyer and others for their suggestions.

Up North

There seems to be only one station with “North” as a prefix:

While North is transliterated into Hindi, the word Uttor in Assamese is used.

Due to space constraints, the name in English is written as a single word.

Also in Assam there is

where North is transliterated into both Hindi and Assamese.

In the vicinity of Visakhapatnam there is

Here, the word for North is a prefix both for Hindi and Telugu.

Next to Coimbatore:

Interesting. The Tamil word Vadakku is used here, which is then transliterated into Hindi. There are several better-known instances like this in the Chennai area.

In Kerala, there is Vadakara (formerly Badagara).

The word Vadaka is North in Malayalam. However, the place name may not have intended to say this.

There are a few others like this in Tamil Nadu and Kerala.

Still in Tamil Nadu:

It is easy to check that the station and locality are “North”. However just the initial for N is used in all three languages.

Finally, this station was known as Ernakulam North from the time it was opened in the late 1930s until the late 1950s.

Local people still habitually refer to it as North station, which can cause problems to outsiders who do not know this. Like the case of Cantt station for Varanasi Jn.

Kalupur for Ahmedabad and Nampalli for Hyderabad are different cases since these stations never officially had these names.

Thanks to Ganesh Iyer and Milan Chatterjee for more ideas.

East is East

Here we explore the stations in India with the suffix “East”. There do not seem to be any with the prefix.

It is not supposed to be a comprehensive list.

The best known one is Bengaluru East:

Including its predecessor above.

Here, the Hindi word and Kannada word seem to be correct translations.

Now to smaller places like Kundara in Kerala:

While Hindi is correct, Malayalam is still East transliterated.

Next to Andhra Pradesh:

Hindi and Telugu appear to be correct.

Tamil Nadu is more complicated. We start with a smaller city:

This was the old station for ages, until a new Kanchipuram station came up to its west. The Tamil word “Kizhaku” seems to be correct.

But Madurai East is different:

Here, a short form similar to E Madurai has been used unlike in the case of Kanchipuram.

Salem East was a small station closed long ago. And Tirupati East became Tirupati even earlier, probably in the 1960s.

It is interesting to see that naming conventions vary even within the same state.

Tailpiece: East can be a middle word, as in Sone East Bank up to the 1940s. Now it is Son Nagar:

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.

Dead Centre

A continuation of “Go West, young man”

There are 5 large stations in India with the suffix “Central”:

Strarting with the northernmost, we then move down to:

Where the word Central is transliterated to Hindi and Marathi.

It may not be commonly known that the local station existed before the terminus was opened in 1930. It was earlier called Bellasis Road.

Down the west coast to:

In Hindi and Kannada here.

Further along the coast to:

While the top inscription looks like a single word, it does include “central” transliterated into Malayalam.

And finally to

Which is now

Has the Tamil inscription for Central changed? In the old sign it follows the trend of transliteration from English. In the new sign the correct (?) term “Mattiya” is the first word of the 3rd line, while the Hindi sign is like all the others. (Though one character in the old sign looks quite odd).

There is also a Metro station in Kolkata called Central:

Where Central is transliterated into Bengali.

Onwards to East, South and North.

Go West, young man

Here we look at differing treatments of the word “West” in signboards in India.

First from Kerala:

Here, the word “West” is transliterated both in Malayalam and Hindi.

And from Rajasthan:

Here, too, the word is transliterated rather than translated into Hindi.

Tirupati West, next to the larger Tirupati which was known as Tirupati East long ago.

Here, the appropriate words in Telugu and Hindi have been used.

In Tamil Nadu:

West is transliterated into Hindi and Tamil.

There used to be a West Point near Darjeeling but it does not exist now.

Let us see if other directions are translated or transliterated in signs in India.

Meanwhile, here is Maharani Paschim in Uttar Pradesh:

Finally, we stop over in West Berlin:

The Germans are not at fault, as their word for West is West.

(This reads: Warning! You are now leaving West Berlin).

However the terms East Berlin and East Germany were never used by the concerned governments.

City in the news

This small city in Western Uttar Pradesh is in the news.

It is unusual in that there are 4 different stations with that small city’s name.

If you take the trouble to study the geography, you will see that Hathras Jn is a small town centred around the station. While this is on the BG main line from Delhi to Allahabad, Hathras Road is on a (former MG, now BG) branch which crosses the main line. So they are practically at the same location. Part of Hathras Road station is on a bridge which crosses the main line at one end of Hathras Jn. This would be apparent from the picture of Hathras Road above.

Hathras City (the main town) is on the same branch line mentioned above which is on the North Eastern Railway. Hathras Killah is on a short branch line from Hathras Jn.

They are on the North Central Railway.

Confusing? See if this helps:,78.0931984,14z

Mendu is a small station lying between Hathras Road and Hathras City.

From the map, you can also see that Killah and City are quite close.