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Doon Express

The Doon Express is a prominent daily express train operated by the of , connecting in , , to Yog Nagari in , spanning 1,533 kilometres over approximately 35 hours. Designated as train numbers 13009 for the outbound journey and 13010 for the return, it serves as a vital link for passengers traveling between eastern and the northern Himalayan region, accommodating diverse classes including AC 1st Class (1A), AC 2-Tier (2A), AC 3-Tier (3A), Sleeper Class (SL), and unreserved Second Sitting. The train departs Howrah Junction daily at 20:25 and arrives at Yog Nagari Rishikesh at 07:10 after two nights, making 71 halts along its route through key stations such as Barddhaman Junction, Asansol Junction, Dhanbad Junction, Varanasi Junction, Lucknow Junction, and Moradabad Junction. With an average speed of 44 km/h and a maximum speed of 130 km/h, it operates on broad gauge tracks using Linke-Hofmann-Busch (LHB) coaches introduced in March 2024 for enhanced safety and comfort. Facilities include on-board catering and e-catering options for meals (no pantry car), and bedroll/linen provision in reserved classes, though fares exclude food costs. As one of the longstanding mail/express services in the network, the Doon Express facilitates connectivity to pilgrimage sites like and supports regional travel, though it occasionally faces route diversions for track maintenance, such as via Varanasi-Lucknow. Advance reservations open 60 days prior, and the service maintains high occupancy due to its role in linking major economic and cultural hubs.

History

Inception

The Doon Express was launched on May 1, 1968, by Indian Railways under the Eastern Railway zone to provide a dedicated long-distance service linking eastern India with the northern regions. This daily express train was established to facilitate connectivity between Howrah Junction (HWH) in Kolkata and Dehradun (DDN), traversing approximately 1,509 km through diverse terrains including plains, rivers, and hilly approaches. The primary purpose of the Doon Express was to serve as a vital link connecting the industrial and urban centers of eastern with the Himalayan foothills, catering to pilgrims heading to sacred sites like and , tourists exploring the Doon Valley's natural beauty, and locals traveling for business or family visits. The name "Doon" derives from the local term for the river valley nestled between the Shivalik hills and the main , while "Dehra" refers to a camp, reflecting the train's endpoint in the historic Dehra Dun region. At inception, the train operated with a basic composition of second-class and sleeper coaches, hauled primarily by WDM-4 diesel locomotives, which were among the early high-speed diesel models introduced by in the early 1960s to replace steam traction on long routes. Early operations faced significant challenges due to the infrastructure limitations of in the , including uneven track conditions, limited (with most long-distance routes still reliant on ), and average speeds capped at around 50 km/h owing to manual signaling and single-track sections in parts of the route. These constraints often led to delays, particularly during monsoons when flooding affected riverine stretches, underscoring the need for ongoing investments in network modernization as highlighted in the 1968 White Paper on railway conditions. Over time, the route has evolved to terminate at Yog Nagari , adapting to growing demands.

Route changes

The Doon Express originally operated from to when introduced in 1968, but underwent a significant route modification in 2021 when its terminus was extended beyond to Yog Nagari (YNRK), increasing the total distance to 1,535 km. This change was primarily driven by the need to enhance connectivity to , a key center and gateway for the , thereby boosting tourism and facilitating easier access for devotees traveling to , , , and . The extension followed the inauguration of Yog Nagari station on January 21, 2021, with the train operating to the new terminus by mid-2022. Key infrastructure developments enabled this extension, including the progressive of the route; Uttarakhand's broad gauge network was fully electrified by March 2023, contributing to efficient electric traction throughout the journey. The entire route is now fully electrified as of 2024. Track doublings in critical sections, such as between and , further supported smoother operations and higher capacity on the extended path. In addition to permanent changes, the Doon Express has experienced temporary diversions for maintenance works, notably via Varanasi-Pratapgarh-Lucknow in late 2023 due to line blocks and engineering activities on the main route. These diversions typically added 2-3 hours to the journey time and altered stops, bypassing stations like Sultanpur and Akbarpur while adding halts at Pratapgarh and others to maintain connectivity. Post-extension to YNRK, the overall journey time stabilized at approximately 34 hours 45 minutes with 71 halts, reflecting improved reliability despite occasional disruptions, though the final leg from avoids the congested approach.

Route and operations

Routing

The Doon Express operates as train numbers 13009 and 13010, providing daily connectivity between Howrah Junction (HWH) in , , and Yog Nagari Rishikesh (YNRK) in , covering a one-way distance of 1,533 kilometers. The northward journey of 13009 begins in the eastern Gangetic plains and progresses through diverse landscapes, while 13010 follows the identical reverse path southward. This fixed route spans five states: , , , , and , facilitating passenger transport across key economic and cultural regions of northern . The 's path includes approximately 72-74 stations in total, with 70-72 intermediate halts, allowing for regional access while maintaining operational efficiency on the Eastern Railway and Northern Railway networks. A new stoppage at Tankuppa station was added effective from 10 2025. Major intermediate stops encompass and Bandel Junction in , Asansol Junction in , Dhanbad Junction in , Gaya Junction in , Junction in , Lucknow NR (LKO) in , Junction in , and Junction in . These halts are strategically placed at junctions and urban centers to support boarding, alighting, and logistical needs such as crew changes and maintenance checks. Operationally, the route navigates predominantly flat terrain across the River plains in the initial and middle sections, crossing significant river bridges including those over the near and other tributaries. Toward the northern end, the path transitions into the Himalayan foothills, presenting challenges such as steeper gradients and elevation changes near , where the line ascends from the plains to the submontane region at approximately 300 meters above . These terrain variations require careful speed management and locomotive power adjustments to ensure safe passage, particularly during the season when river levels can affect bridge stability.

Timings

The Doon Express operates on a daily basis in both directions, providing consistent connectivity between Howrah Junction and . Train number 13009 departs Howrah Junction (HWH) at 20:25 IST and arrives at (YNRK) at 07:10 IST on the third day, with an average journey duration of 34 hours and 45 minutes over the 1533 km route. In the reverse direction, train number 13010 departs at 20:55 IST and arrives at at 07:00 IST on the third day, taking approximately 34 hours and 5 minutes. The train maintains an average speed of about 44-45 km/h, consistent with its classification as a non-superfast /express that avoids additional superfast surcharges. Schedules are occasionally rescheduled due to linking train delays, such as the 13009's adjustment to a 00:45 IST departure from on 24 September 2025 (instead of 20:25 IST on 23 September 2025).

Rolling stock and traction

Coaches

The Doon Express operates with 21 Linke-Hofmann-Busch (LHB) coaches, offering a combination of air-conditioned and unreserved seating options for passengers. The standard composition includes 1 SLR (Seating cum Luggage Rake) coach, 3 General Unreserved (GS) coaches, 9 Sleeper Class () coaches, 5 AC 3-Tier (3A) coaches, 1 AC 2-Tier () coach, 1 AC (1A) coach, and 1 EOG (end-on-generator). Introduced on March 29, 2024, these LHB coaches replace the previous conventional stock, providing improved safety through anti-climbing couplers, disc brakes, and lighter construction for higher speeds and stability. The coaches feature modern amenities such as bio-vacuum toilets, fire detection systems, and enhanced passenger comfort across classes. The train lacks a dedicated pantry car, with meals supplied by on-board vendors and e-catering services facilitated at major stops along the route. Passenger capacities vary by class, emphasizing comfort in air-conditioned sections; for example, each AC 2-Tier coach accommodates 46 berths with individual charging points, reading lights, and privacy curtains, while AC 3-Tier coaches seat 64 passengers per coach with similar facilities including fans in non-AC areas. Sleeper Class coaches hold 72 berths each, equipped with charging sockets and berth lights, and General Unreserved coaches provide bench seating for approximately 78 passengers. The AC First Class coach offers 24 premium berths with spacious cabins. During peak seasons, such as holidays, occasionally augments the rake with extra coaches—for instance, an additional Sleeper Class coach was attached from December 18 to 31 in recent years to handle increased demand. As of November 2025, an additional coach is attached. These LHB coaches are compatible with electric traction used on electrified sections of the route.

Locomotives

The Doon Express commenced operations on May 1, 1968, and was initially powered by WDM-4 class diesel-electric locomotives based at the (now Pt. Deen Dayal Upadhyaya Junction) shed, which were among the earliest high-speed diesel options for express trains on . These locomotives, capable of speeds up to 140 km/h, handled the train's long-distance requirements during the pre-electrification era when diesel traction dominated non-electrified routes. As electrification efforts advanced along the Howrah–Dehradun corridor in the late 20th and early 21st centuries, the Doon Express transitioned to electric traction, beginning with WAP-4 class locomotives from the and sheds to cover electrified sections. By the early , partial electric hauling became standard, with changes at key junctions like or to switch between electric and remaining diesel segments. The full electrification of the route, spanning , , , and , was completed by March 2023, enabling end-to-end electric operation and eliminating diesel usage. This milestone, part of ' broader push toward 100% , directly benefited trains like the Doon Express by improving efficiency and reducing operational costs. Currently, the train is hauled by a single Loco Shed-based WAP-5 or WAP-7 for its entire journey, providing consistent high-power traction suited to the express's schedule and load. These modern wide-gauge AC s, with power outputs exceeding 5,000 horsepower, ensure reliable performance across the 1,490 km route, including any potential banking assistance in undulating sections near the northern foothills if required by operational conditions.

Incidents

Accidents

The Doon Express experienced one of its earliest major accidents on April 27, 1920, when it collided head-on with a stationary near in the United Provinces (present-day ), resulting in at least 120 fatalities and 50 injuries. Nearly a century later, on May 31, 2012, seven coaches of the train derailed near Mahrawa station in , , killing 5 passengers and injuring approximately 50 others. The occurred shortly after the train departed Jaunpur, with coaches S4 to S8 and two general compartments affected; preliminary assessments pointed to track deformity, potentially exacerbated by excessive heat leading to rail expansion. Another significant derailment took place on April 28, 2014, near Zafarganj station in , , where eight coaches—six sleeper and two general—derailed, resulting in approximately 8 injuries, with no fatalities reported. The incident disrupted rail traffic and prompted route diversions for several trains. Following these accidents, the Commissioner of Railway Safety conducted statutory inquiries, particularly for the 2012 incident. These probes contributed to ' broader initiatives, including enhanced of rails and improved heat-resistant track designs to mitigate fracture risks and prevent similar structural failures.

Other incidents

In August 2017, the engine of the – (train number 13009) detached from its coaches while passing through in , between Khetasarai and stations on the – route. The separation occurred around 1:00 p.m. due to a broken clip, leading to a 30-minute halt as railway staff reattached the engine; passengers experienced brief panic but no injuries were reported. On March 1, 2025, a attempt to derail the Doon Express was averted near in when the loco pilot spotted and stopped for iron bolts and stones placed on the tracks between Hardoi and Kaudha stations. Two individuals, Mohammed Ibadullah and Mohammed Anwarul, were arrested by the in connection with the incident; no damage or injuries occurred. On October 17, 2025, a Travelling Ticket Examiner () named Diwakar Mishra was assaulted by a group of women passengers at while the Doon Express was halted on platform 7 around 9:00 p.m. The altercation arose when the women, allegedly holding unreserved , refused to vacate sleeper-class reserved berths they had occupied; it escalated to , physical pushing, shirt-tearing, and the throwing of hot tea on the , prompting by bystanders and station staff. An FIR was filed against the women under relevant sections of the for and obstructing a public servant, with the (GRP) and (RPF) launching an investigation. The incident, captured on video and widely circulated, underscored ongoing challenges with ticketless travel and onboard security enforcement. The Doon Express has faced recurrent operational disruptions, including route diversions and delays attributed to engineering works and track maintenance. For instance, in early , the train was repeatedly diverted via –Pratapgarh– instead of its usual –Zafarabad– Cantt path from January 26 to February 1, and again in March–April, due to power blocks and non-interlocking works on the Ayodhya corridor. Similar diversions occurred in December for double-tracking projects, often resulting in extended travel times of up to 90 minutes or more. By October , services resumed the standard route following completion of these upgrades.

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