When stations change names frequently

Railway stations in India can be renamed for various reasons. The most common reason is to align the English spelling with the local pronunciation-as the British often modified the spellings to suit their convenience. Thus there were mass renamings in Gujarat, Maharashtra, Tamil Nadu, Kerala and Karnataka over the past few decades. Perhaps this was not so much of an issue in Northern and Eastern India. And there have been many name changes in Pakistan and (to a lesser extent) in Bangladesh, but those are different stories.

Then there are name changes in honour of famous people (examples like CST Mumbai, CSMT Kolhapur, Bapudham Motihari and Vanchi Maniyachi).

In fact, the stories beyond renaming of railway stations could well be a topic of a doctoral dissertation or at least a middle-sized book. Maybe I will do that one day. Today, we take up the cases of some stations which have been renamed twice-sometimes twice within a decade.

We start with cases where pictures are readily available:

1):

The average resident of this city would probably stick to calling the station “Majestic”, in the same way his counterparts in other cities stick to Nampalli and Kalupur.

Then we have the case of Mangalore/Mangaluru. While the stations here came under Karnataka’s mass renaming in 2014 onwards, they had already been renamed in the mid-2000s for greater clarity.

The old terminus of Mangalore became Mangalore Central. Then there was a smaller station on the outskirts called Kankanadi, which was the locality’s name. But many long-distance trains stopped only there and not at the old terminus-hence it became important enough to be renamed  Mangalore Jn. We see the story here:

2)

Pictures of Mangalore (as it was) do not seem to be on the net.

3)

But there are several other examples across the country

Olavakkot Jn->Palghat Jn->Palakkad Jn

Here Olavakkot was a small place in the vicinity of the city then known as Palghat. At some time in the 70s it was felt that an important junction (as well as a division HQ) should be renamed to mark the larger city, hence it became Palghat Jn. Large-scale renaming in Kerala (to match the local names in Malayalam) was done in around 1990, though most of the stations were renamed only in the 2007 timetable. It then became Palakkad Jn. (There is also a smaller Palakkad Town nearby).

Other examples in and around India include:

Meean Meer West -> Lahore Cantt West -> Lahore Cantt

Meean Meer East -> Lahore Cantt East -> Moghalpura

Mayavaram Jn -> Mayuram Jn -> Mayiladuturai Jn

Bellasis Road -> Bombay Central (Local) -> Mumbai Central (Local)

Manipur Road -> Dimapur Manipur Road -> Dimapur

Marwar Jn is said to have had several name changes in the 19th century.

“Cyclic” name changes:

Dhone Jn -> Dronachellam Jn -> Dhone Jn

Kallakudi Palanganatham -> Dalmiapuram -> Kallakudi Palanganatham

Ashapura Gomat -> Pokhran Road -> Ashapura Gomat

And if you include stations with a single name change, the list will run into hundreds.

Tail piece: Here I am largely considering changes from the 1930s to the present day (except for Lahore where we are starting with the 1860s). In the 19th century there were many rather awkward spellings made by the Brits who built the lines, with names like Ullygurh (obvious) and Unclesar (not so obvious). Ghat Cooper for Ghatkopar lives on in the station code GC, as does Coorla in CLA.

Other double changes starting from the 19th century would include

Arconum -> Arkonam -> Arakkonam

Then there were particularly odd ones I have seen in 19th-century documents, such as Sickle for Sikkal and Cynthia for Sainthia. Quite possibly someone had been thinking of his wife or girlfriend in the latter case.

The changes in names of stations in Pakistan, Bangladesh and Sri Lanka (but not India) can be seen here:

http://www.railwaystationlists.co.uk/

 

The forgotten electric locomotives of Pakistan

The railways of Pakistan have been going through a decline in the last few years for a variety of reasons, mainly government apathy and the lack of funds for modernization. One result of this has been the abandoning of whatever little electrified track it had.

By 1966, the 290-km route between Lahore and Khanewal had been electrified on 25 KVAC. 29 locomotives of 3000 hp rating were acquired from what was then known as British Rail Traction (including the conglomerate AEI and English Electric). These were classified as BCU30E and were numbered 7001-29. Here is one which is currently lodged at the museum at Golra Sharif (north of Rawalpindi):

http://pakistanrail.tripod.com/photos/index.album/electric-locomotive?i=26&s=1

And one of the few which were still running in 1996:

http://www.irfca.org/gallery/Foreign/Ziegler/Pakistan/HyderabadMalakwal/khanewal_bcu30.jpg.html?g2_imageViewsIndex=1

Later this longer clip appeared on Youtube. The dates are not clear:

In the initial years it was planned to extend electrification towards Rawalpindi and Peshawar but the presence of a few tunnels caused second thoughts. Another place where electrification would have been useful was the Bolan Pass route up to Quetta with its 1:25 gradient, the steepest main line in South Asia. Power shortages put an end to any further plans for electrification.

By the 2000s the traction lines on only one of the two  tracks were functioning. By 2009 the locos were showing their age and had been taken off passenger duties. The few which were functional were used on short goods trains. Here you can see one of these at Sahiwal (formerly Montgomery)  https://www.youtube.com/watch?v=TZ56AcTBAL0

By 2011, it was decided to stop electric services: http://tribune.com.pk/story/124828/pakistan-railways-electrical-locomotives-wrapped-up/

But even in 2013 the media felt that extending electrification would be a good idea even with the limited locos and infrastructure. The theft of overhead wire was cited as one reason for abandoning electrification. On the other hand India and numerous other countries are extending electrification, which is well known to the media there. As in India, there is alleged to be a diesel lobby plotting against electrification.

http://nation.com.pk/editors-picks/23-Aug-2013/pr-s-electric-locos-turn-into-scrap-rusting-in-engine-shed

This TV report (in Urdu) is critical of the government’s decision, and also shows the railway worker’s reactions. https://www.youtube.com/watch?v=iBtDLBj4tH4

But it looks as if it will be a long time (if ever) when we can see electric locos running in Pakistan.

Reference: a good general description of most locos presently seen in Pakistan can be seen here:

http://pakistaniat.com/2007/05/19/pakistan-railways-3000hp-iron-horses-train-engines/

Even in 2019, current videos on Youtube show the traction masts still in position although the overhead wires have been removed.