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 junction between the GIPR and Nizam’s State Railway, where most trains changed their locos.

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.