Ooty - The Queen of Hill Stations

Trip Report: Madras Central-Ooty
Date: Dec. 15, 2004

It was a typical humid and breezy evening when me (my family) left for Madras Central (MAS). We reached MAS around 1950 hrs., well in time for the 2100 departure of 2671 Nilgiri Exp. to Mettupalayam (MTP). The idea was to have a light repast at Central's food court, which was heavily patronized as usual. I made sure that we got a table with a view of the platforms, and I could see the WAP-4s catching some well needed rest after hauling in the evening's arrivals from various places.

Soon after dinner consisting of some Sambar Vadas and fluffy Parottas with kurma (south Indian style), we made our way to the waiting Nilgiri exp. After the usual deposit of luggage in our coach, I checked my watch: 2020. Enough time to do a bit of rail fanning. Adjacent to our train on pf 9, was the Coromandel from Howrah, powered by the customary beast from LGD, 22264 WAP4. This had come in only at 2030, against a scheduled arrival of 1735!!! Silently cursing the BZA-Gudur stretch of SCR, I proceeded to check the coach composition of the Corro: 22264-SLR-II-II-HA1-A1-AS1..AS3-P-S13...S1-II-SLR=24 coaches. On pf 7, the 2681(!!!) Alleppey exp. was waiting with ED WAP4 22261. (Looks like SR will soon run out of numbers in the 26xx series, going by the speed they are upgrading trains to SF status!) Over the PA system, announcements were being made about arrivals of Brindavan, Kovai, and Mysore-MAS shatabdi. In the meantime, I made it up front to say hello to the commander-in-chief 22559 from ED. Also I noted the composition of the Nilgiri rake:

22559-SLR-S10...S4-II-SLR-RMS-H1-A2-A1-AS3...AS1-F1-S3...S1-II-SLR : 22 coaches

Now, there a few interesting things to note about this rake:

1. Classes of accommodation: 1A, 2A, 3A, FC, SL, II. One of the very few trains, offering First Class accommodation.
2. One of the few trains with an RMS coach: so technically speaking, a mail train; how does Nilgiri Mail sound? Nostalgic, I would say.
3. The rake is split at Coimbatore Jn. (CBE): from the 1st 8 coaches not including the middle SLR. So only the remaining 14 coaches make it to MTP.
4. This train has a full 1AC coach. I guess only Pandyan exp. to Madurai and Bangalore mail has a full 1AC in SR area (except Rajdhani).

Finally, it was time to depart MAS. After a long and contended(to me!) horn, we set off at 2106, the 6 min delay due to the shunting of HWH mail rake into MAS from the Basin Bridge(BBQ) yard. We crawled past BBQ at 2110, crossing the incoming Kovai exp. from CBE, proudly led into the home stretch by 22258 ED WAP4, running to time. After crossing BBQ, the (right time) 2008 Shatabdi went past quite fast, as if the WAP4 at its head wanted to overtake Kovai before reaching Central!! Nilgiri exp. in the meantime took its time to change into the fast line towards Arakkonam (AJJ), before 22559 let it rip. And rip it did! At Perambur (PER), we were notching up to 70+ and was making MPS by Villivakkam. Never did the chief slacken the pace anywhere till we reached someplace near Avadi, where we slowed to a double yellow first and then switched tracks to the left most, a consequence of the quadrupling up to Tiruvallur. Again, after settling in the new line, all stations were a blur. Tiruvallur was crossed soon and it was green all the way to AJJ, which arrived a few minutes before 2200. After that I decided to hit the sack, for I knew I had a busy morning ahead on the Nilgiri Mountain Railway. All I could recall was that 2671 ran furiously interspersed with a few halts. When I finally woke up, we were approaching CBE and pulled into pf 3(?) at 0438, a full 22 minutes before time. I guess the slack time given between Tirupur and CBE helped.

At CBE, AJJ WAP4 22617 was parked dead, probably to take the 2680 Intercity to MAS. The 1014 express to LTT waiting with ED WDM3D 11108.
Coach composition: 11108-SLR-II-AS3...AS1-A1-S11-P-S10...S1-II-SLR: 20 coaches.
Pretty unearthly dep. time for this train at 0500!! At dot 0500, the WDM3D let out a long hoot and was off. This hoot was kind of different and so was the engine noise. I had two locos side by side for ready reference, and the youthful 3D seemed to purr while the senior WDM2 wheezed. The DM2 was from ERS 18319 ACD fitted and was attached to the Nilgiri, which reverses at CBE.

What a fine sight, early in the morning, with just a hint of dawn in the east, and two diesel locos in adjacent platforms, belching a little smoke each, waiting to get on with their journey, one to faraway Bombay (LTT), across many cities and rivers and mountains and cultures; the other to MTP, hardly 35km away, but calling on the longest mountain range south of the Himalaya (the western ghats, specifically the Nilgiri hills) and the little train that ascends the mountains in just 46km, the UNESCO recognised Nilgiri Mountain Railway! Only at sublime moments can one comprehend the immensity of IR, and the variety of places it interconnects.

The sharp horn of the WDM2 interrupted my thoughts and I made my way back to my coach. It was 0515 and the Nilgiri pulled out of CBE slowly and at Coimbatore North (wonder why the Jn. suffix was removed from this station), we brached off into the line north to MTP. The line back to MAS curved to our right, as we began to accelerate. Soon, we were doing 70 or 80 and that seemed to be the MPS. Not much action on this route, only the Nilgiri exp. seems to travel this line. We reached MTP 0554, some 20 min. before time.

0600 Hrs. Venue: MTP, Setting: A beautiful moonset (as opposed to sunset) behind the Nilgiri hills and an equally awesome sunrise from the east (opposite to the Nilgiri). In between lies the quaint little station called Mettupalayam, which contained all of 2 platforms, a few loop lines, a BG coach yard which exclusively serves the Nilgiri exp. and an MG yard which exclusively served the Nilgiri Pass. In addition, there is a MG steam shed which could hold 2 locos. In this backdrop, the 2671 arrived on PF 1 (BG), and on PF2 (MG) was parked the darkened rake of the Niligiri Pass. All we had to do was to alight from 2671 and walk across the (island) platform and deposit our luggage in the little MG rake. In the meantime, the Nilgiri exp. loco was shunting the rake so that the RMS/parcel van was abreast of the station master's office (NMR still uses the term Station Master going by signboards here). Then the luggage began to be transferred to the passenger (yes, this little train carries parcels too!!). By then, one of the steam engines in the shed began to puff out towards its charge for the day, drawing curious glances from all over. After all the steam is what makes this line so famous!!

I, in the meantime, found a place to get some breakfast. Early though the hour was, I was a little hungry (rail fanning me hungry more often :)), and I felt we would not get any proper breakfast later on, and Ooty would be reached only at midday. So I treated myself to some hot and fluffy idlis, and my second coffee of the day. Soon, I was ready to catch some steam and positioned myself on the door.

Meanwhile, the steam locomotive was attached to the rake, and I went over to take darshan. Before all train trips, I try to watch this ritual, as it seems to be satisfying in a way I cannot describe with words. After the loco is attached, I observed the loco. The road number was X37395 (strange!), and it was called 'Nilgiri Queen'. I found a plate at the bottom of the loco, saying that it was a oil-fired steam locomotive, which was modified by the Regional Engineering College, Tiruchirapally (TREC-STEP - it said on the loco faceplate). Hence, the coal tender was done away with. One thing worthy of mention: the steam loco, though it faces the direction of motion while going up, is attached to the rear of the train. The control is at the other end of the train, where a person sits and uses the brake as and when needed (no other speed control is required, as it is steep uphill). While coming downhill, the loco leads, but still faces the rear, i.e. on neither trip does the loco face the front of the train as we all know it. Thus, we never get to see the loco's face when we watch it from outside. But the journey by steam makes up for this.

Soon, the Nilgiri Passenger decided to start on its journey into the mountains. With a nice whistle (modern locos horn, steam locos whistle :)), we slowly start. With the typical 'steam' souunds, we (really!) chug out of the station. We cross the MTP car shed, and the steam trip shed, and soon we are out of the station! I am sitting in the fisrt class cabin of the 'FS1' coach, which means, that I can the see the track ahead from my seat! Of course, the 'guard' is sitting up front, controlling the brake, and also waving red or green flags for the benefit of the driver in the rear. The track here is very peaceful, and overgrown with grass, and the surrounding country is waking up with the typical morning chores. Radio blaring here, a cow or goat mooing (or bleating) there, a senior citizen reading his morning paper in the charpoy in front of his house accompanied by the inevitable coffee...India of its villages, seen up close, and in detail, as the train does not cross 20kmph. We cross the river Bhavani, and the town of Mettupalayam is far behind. The passenger are mostly tourists, and are chattering excitedly. Meanwhile, to maintain the mood, the oldie at the rear hoots his whistle every now and then. The Nilgiri mountains loom up in front, taller than ever. Looking up at the mountains, I feel like saluting those engineers who laid this line more than a hundred years back (1899 to Coonoor)!

Presently we arrive at Kallar, KM 12 from MTP. This is a small stop for the elderly loco, before he assaults the mountainous route, and all the folks get down too. The 'mountain' part of the NMR officially starts here (there is a welcome board here). Soon, the engine hoots and all of us clamber aboard. We set off, on the only rack railway in India, laid on the steepest incline on IR (ruling gradient 1:12.5). We enter green forests, and the train starts using the rack and pinion arrangement. We feel as though somebody pushes us and lets go, and again pushes and lets go. That is how the system works. The steam loco has a wheel, which holds on to the rack laid in between the rails of the track. The loco pushes the train, and holds on to the rack, releases and pushes and again holds the rack a few feet away. Like this, incrementally, we keep moving, very slowly (we hardly cross 15kmph!). But we gain height very quickly, and the surrounding views testify to this. I can soon see Mettupalayam laid out before me and endless vistas sparkling due to the early morning winter dew. A must see sight indeed!

We climb for a while, and only surroundings are dense green trees and shrubbery. No sign of humans (of course, you must excuse the train ;-)). Then, after some amazing photos, we suddenly cross a water pipe, standing by itself. A minute later, my guess proves right, and we stop for some water. All of us get down to stretch our legs, and shoot some pics. Some 10 minutes later, we are back on track, hooting away blind curves and tunnels. After sometime, a familiar rumble in my stomach announced my hunger. This, after the breakfast at MTP!! But my prayers were answered in the form of a water tank, announcing Hillgrove. We reach our second station on NMR, Hillgrove, which is the second watering stop for our elderly gentleman. Here, two people were operating a makeshift canteen, surrounded by two huge cans of tea and coffee, and two huge (and I mean huge!) mounds of steaming bondas and vadas! With almost a war cry, all passengers descend on this canteen, and in a space of 10 minutes, then mountains of delicacies we reduced to plains! Hungry Kya? In the chill air, we contentedly ate our snack, washing it down with coffee. I can still recall this scene as it happened yesterday! Refueling done, I started on business. Hillgrove was a proper station, complete with a tall semaphore (note: only two trains per day here), a station cabin with a slanting roof so common in these parts, and a station attendant, and of course, our god-level canteen! In addition, there is a branch line, which acts as a siding (unused), and plinthed in the middle of the platform, a wheel used in the rack and pinion arrangement. I quickly photograph all of these things, and get back to the train, which is now ready to leave.

We were again off, having successfully gained an elevation of 1100m above MSL. More viaducts, tunnels, and awesome scenery follows. All the train is an excited chatter, having been recharged by Hillgrove Canteen. We soon cross another station, which our train disdainfully skips. It is called Runneymede (was it not Runneymeade?), and has been abandoned. We continue on, till we reach the next watering stop (not a station). After the usual routine of stretching legs and taking photos, we again set off. Soon, we reach Coonoor (ONR), the first major station.

Coonoor was the terminus for the NMR initially (1899), as the line further up to Ooty(UAM) materialized only some 10 years later (1908). Hence, it has a weird arrangement. The line from MTP stops here, and the line to UAM starts adjacent to the station, and gains height from the station itself. This means that to go from MTP to UAM, one has to enter the station, reverse back to the UAM line, and then proceed towards UAM. Also, sadly, ONR is the end of line for steam, and we bid adios to the senior. From here, our indefatigable Golden Rock (GOC) YDM4s take over. To accomodate the loco change, ONR is a longish halt. Also, ONR has many day services to UAM, making it more active than the line from MTP to ONR, which has only two trains a day. Hence, we had to wait for a train coming down from UAM to ONR, before we could proceed. No problem! I had the activity of the steam shed of ONR (yes, the steam puffing gentlemen are homed here!), and also the diesel trip shed, to occupy my time. In the shed, a GOC YDM4 was waiting for us with another second class coach attached. Soon, I heard another horn (note: no whistle), and the down train from UAM arrived at ONR, reversed onto the adjacent line to my train(there is no platform there!) and disgorged its passengers. This stretch seemed to have good patronage, with locals travelling all day. Once this train was in, the waiting diesel proceeded to attach himself to my train. Soon that was done, and the extra coach was also filled up. ONR presents a busy face, but sadly did not offer much for refreshments. Otherwise it was a nice, quaint, and a very well maintained station.

Soon, our train pulled out and reversed in the yard onto the UAM line. A point worth noting is that diesels also push up till UAM, and pull down till ONR, but there no issue of facing the front or rear like in steam (LHF/SHF remember?). Since this stretch is not so steep, there is no rack and pinion arrangement, and so diesels are used. But for the rack system, diesels would have been used right from MTP, banishing steam forever on SR. Now that it has a 'World Heritage' status, IR can think of bringing back steam, inspite of spending more on maintenance. I wish that would materialize, as this line is anyway making a loss, and IR can now afford it (the world knows that they made a good operating profit!). They can explore sharing the operating costs with the TN government's Tourism Dept. as this has a lot of tourist value. Well, all of these are my thoughts and not the government's! So let us get back to my trip :)

After ONR, the line is easy and the diesels do not find it a strain. We quickly gain more height, and in the process, crossed Wellington (associated with the Indian Army, home of Madras Regimental Centre, many boarding schools, etc.), Aravankadu, where we had more refreshments, and Ketti. Movie buffs would recall that Ketti station was the site of the Kamal Hasaan movie 'Mundram Pirai' ('Sadma' in Hindi). An hour after ONR, we reached Lovedale, the last halt before UAM. After Lovedale, we crossed the highest point on NMR, near the closed Fernhill railway station.

After Fernhill, it was downhill for a few minutes, till we arrived at Udhagamandalam, a.k.a. Ootacamund, and locally, Ooty. It was midday, and the trip lasted five full hours. Five hours of steam, diesel, forests, amazing scenery, and history. This line is a trip not just for railfans; it is a treat for everybody. Ooty was beautiful, though a bit crowded. No trip to Ooty (or Simla or Darjeeling) would be complete without the train trip.

For further reports, please refer the menu on to the left side of the page.

Round trip on Sapthgiri Exp.

Trip Report: Madras to Tiruttani and return by Sapthagiri expresses
Date: June 10, 2004

My friend and I had planned for a trip to the hill temple at Tiruttani (TRT) and we decided to go on Thursday. TRT being connected by rail, we decided to make the trip by train (who wouldn't :))))). We wanted to get some high speed action if possible, which ruled out taking the EMUs out of MAS. Hence, we decided to take the Sapthagiri express. What we planned was this: take the Sapthagiri out of MAS, get down at TRT, finish our darshan and stuff, and return by the same train.

Thursday found me getting up at 0430 and departing by 0500. We parked our vehicle at Guindy and decided to take the EMU till Park (MSPK). Just as we arrived at Guindy, we heard the twin tones which I recognised as my favourite beast, i.e. the WAP4. It was the 2638 Pandyan express from Madurai (MDU) and furiously trying to make up time before reaching Egmore (MS). The result was the 22549 ED WAP-4 went at top speed round the curve(80kmph) with Pandyan through Guindy station. What a way to start the day!!!!! It was 0520 and I knew that 2638 would not reach MS on time (which is 0530). After we purchased our tickets, we boarded the BG EMU, as MG stops at MS. It was 0525. Parallel to us on the MG line, was an MG EMU. Seeing this, I could remember Ranganath's idea of making a farewell trip on MG :)))). I hope we all find some time to make this trip before June 30, when MG within Chennai becomes history, along with MG EMUs the world over. It was a sad sight to see out BG EMU effortlessly pulling past the panting MG train and we left it far behind and reached the next station. Till MS, we did not see anything else, except the preparatory work going on the MG lines for gauge conversion. Reaching MS, I saw that the Rajdhani liveried GOC WDP-2 #15524 had brought in the Rockfort express from Tiruchi (TPJ). And of course, our predecessor at Guindy, 22549 WAP-4 was sitting serenly with the panto down, proud after a good night's work :))) (actually early morning's work :)). Soon we reached MSPK and made our way to MAS.

In MAS, there was the inevitable queue to purchase tickets and I was hungry already. Man, rail fanning is a very hungry business indeed!!! I stationed my friend in the queue and went into Planet Yumm to have some breakfast. Very quick, and efficient service. Soon, I was ready for the day's work. It was here that our main course was to start, the trip till MSPK for starters :). Serious foodie, am I not :))). I began to go around the various platforms to check out the local scene. But time did not permit me to cover all places. All I was able to note was 22255 ED WAP-4 had brought in 2672 Nilgiri express from Mettupalayam / Coimbatore (CBE). We decided to check out our train, the 6057 Sapthagiri, stabled on Platform 11. To my surprise, the rake was an ordy. blue coloured one, belonging to TVC, with a mismatching Sapthagiri coloured AC CC. Okay, disappointing, to say the least. But the loco more than made up or this. We went to the front, and to my great joy, 22224 ED WAP-4 was going to be the power!!!!!!!!!! I could only anticipate the great trip that lay ahead. On the adjacent platform was the CBE bound 2675 Kovai powered by 22536 ED WAP-4.

Other sightings: 20422 AJJ WAM-4 brought in the 6042 Alleppey express at 0615 (10 min late) Composition: SLR, 2 II, 1 2A, 1 3A, 2 FC, 10 SL, 1 Tatkal, 1 II, SLR (20 coaches). Any other train with more than 1 FC??

7054 HYB-MAS express arrived at 0615 (20 min late). I could not see the power for this train. Most probably an LGD WAP4.

20616 AJJ WAM4 was stationed on a paltform with no load. It was like all its AJJ cousins, Raj liveried.

Composition of Kovai: SLR, 4 II, 2 ES, 5 2S, PC, 1 CC, 2 II, SLR (17 coaches).

Composition of Sapthagiri: SLR, 6 II, 1 2S, 1 CC, 2 II, SLR.

Kovai left only at 0620. We were to leave at 0625. Ultimately, we left at 0630. Central then was at its busiest best, with our train departing, EMUs arriving at the suburban terminal, rakes being shunted to the Basin Bridge (BBQ) yard, and the morning trains arriving, all simultaneously. As we were leaving, in came the 6602 MAQ-MAS mail with 21233 AJJ WAM4 (Raj), and the shunter 19337 WDS4B of TNP was idling on a line, looking for a rake to play with. Just before BBQ, we crossed the 6044 Kakinada-MAS Circar express, with BZA WAG5 23858 at the helm of affairs, successfully (read on time) arriving at the destination with its charge. Soon, we crossed the BBQ electric loco trip shed, which was surprisingly deserted, maybe since most trains had not arrived yet. I could see only ED WAP4 22340 and LGD WAP4 22517 (HWH mail's power???). We took a left from BBQ and I began to anticipate a nice fast trip, especially since I had positioned myself at the door of the SLR right next to the loco, and could hear the soft hum of the brute. But our chief applied the brakes in deference to a red light and we had to wait for 15 min before Vyasarpadi. The culprit, I soon found out, was a damn EMU crossing from the direction of Beach (MSB) and proceeding towards Avadi. Soon, we got the all clear, and after sounding the melodious twin tones (oh what sweet music, especially on hearing it at such close quarters!!!!), we set out to attend to the day’s work.

It was evident that our chief by then had become impatient at the delay. No sooner had we crossed the junction before Vyasarpadi, we started picking up. The WAP4 was in a mood to show off its prowess, especially since it had been trusted with such a small 12 coach load. "No problemo" he seemed to say. Perambur (PER) was crossed in a loud twin tone mixed blur, with the passengers waiting on the EMU platform looking with awe at the sight. A very loud 90kmph through a busy station is not a joke isn't it? But the chief at the helm of affairs was not content with a mere 90, especially when he had an overpowered loco. We continued to speed up, touching 109 kmph (MPS??) just after PER. On the other line came the AJJ WAM4 21256 (Raj, of course) with the 2624 TVC-MAS mail (I think), with a surprise visitor WDP4!!!!!!!!!!!! The train was one long blur, but I was able to catch the loco details and the presence of the blue dead DP4 just behind the good ol' king of AJJ as I was right at the door :))). Wonder what's going on, I thought. We maintained a steady and very smooth 110 kmph. The ride quality at 110 is superb on this route. We soon crossed Avadi, where ED WAP4 22360 crossed with a longish load (probably CBE-MAS Cheran).

A small digression here: for those who do not know, Avadi is a huge military facility, with the Army and the Air Force having facilities around. Which is why a small line branches out at Pattabiram (station next to Avadi), and terminates at the Pattabiram Military Siding. There are regular EMU services till here. Also, Avadi is where they manufacture the Arjun tanks, and since these are transported by rail, Avadi is significant from the railway viewpoint also. In fact, this is the situation right the times of the British Raj, when they developed this small place called Armoured Vehicles and Ammunition Depot of India (AVADI-hence the name).

Pattabiram was crossed at 102 kmph and at 0700, 22268 ED WAP4 rushed past us towards MAS and some rest. I could not find out what train it was, this may have been Cheran, and not the previous one. Alas, all good things come to an end. Veppampattu showed us a double yellow and the chief had to bow to it. We were down to 30kmph and crawled till Tiruvallur which was reached late at 0730. From Pattabiram to Tiruvallur, quadrupling work is in full swing: the catenary and the posts are ready, but not the tracks!!! Earthwork is more or less complete, with two more lines laid in stretches. One thing to note here: there already was a third line till Tiruvallur from Pattabiram (where quadrupled tracks stop), but now that is being re-laid now. I suppose this is to upgrade it to 100kmph as was reported in the press sometime back. So till the new lines are complete, only two lines and too much traffic (passenger trains, EMUs and goods) on this stretch, making it a chicken's neck between AJJ and MAS. Beyond Tiruvallur, no work is visible; I suppose four lines till AJJ is till a very distant future :((((. Till then this line would be one of the most unpredictable ones in the country, such that an on time departure at AJJ need not guarantee a timely arrival at MAS.

Anyway, just after Tiruvallur, around 0740, we crossed 27490 ED WAG7 goods and 23432 AJJ WAG5HA with a BCNA rake in quick succession. By now our chief had become very impatient and wasted no time on seeing a green light and we were soon back to cruising at 110kmph. Standing at the door at 110 on this stretch is a very pleasant experience, feeling the rush of air and of trains in the opposite direction (which are aplenty), and there are little jerks. Add to this the frequent sounding of the twin tones, which can make a truly enjoyable experience :)))) I would never forget this!!! In the meantime, we crossed a few freighters, besides overtaking some more.

Sightings:

AJJ WAM4P6P 20449 hauled train.
23266 TKD WAG5HA goods (TKD said WCR, I thought it belonged to NR. Then to whom does the diesel shed at TKD belong, since NR uses them heavily????)
27333 GMO WAG7!!!!!!! (It was turning out to be a day of assorted and rare flavours :))))
27466 ED WAG7 goods.

We crossed AJJ at around 0800 and after taking the Renigunta (RU) line, we started hitting 80-90, when 23809 JHS (!!) WAG5HA crossed us with freight. I was thinking, add LDH, BRC and ET, things would be pretty much complete :). Tiruttani (TRT) was reached at 0815 and here we got down. Soon Sapthagiri left. By now I was thinking that 1064 Dadar express would soon follow, so we decided to wait. And weren't we rewarded!!!!!! Hardly 5 min had passed, when we could hear the horn of an approaching train. On looking out, we could see people scurrying across the tracks trying to make way for the furiously smoking beast. And let me tell you, the diesel looked awesome!!!!! So powerful, so frightening with all the smoke and the continuous use of the horn!!!!! What a wonderful sight!!! As I was standing right opposite the SM's office, I could not take a photo :(((. Needless to say, 1064 charged past us like a buffalo towards a red cloth, smoking and continuously horning, easily at 100+, trying to make up lost time. The scene was just too magnificent!!!!! I promised myself that I would come here to take a picture of this once again. It was just too good to miss. By the way, the power was a GTL WDM2A 17775. Soon, we left the station.

Part two of my report:

We arrived back at the station around 1005, hoping to make it on the returning Sapthagiri. According to the TT, the returning train is called 6054 TPTY-MAS express, and 6058 Sapthagiri returns only in the evening. But everyone called the returning train Sapthagiri: even the name board on the train did.

As we were sitting at the station, 23430 BSL WAG5A brought in the 6204 TPTY-MAS express arrived (2 hrs late!!!), with its usual SWR rake it shares with the TPTY-MYS express. We let it pass and waited for Sapthagiri, for I was in no mood to go home early, especially since another WAP4 treat awaited me!!! Unfortunately Sapthagiri was 80 min late, said the SM soon after. Now having no choice, we just waited trying to catch some action. But even that was little. 23650 TKD WAG5 took AJJ WAM4 20449 (dead) towards RU. 27302 AJNI WAG7 led a BOXN rake towards RU at around 1100 and 23648 TKD WAG5 went past towards AJJ soon after. It was quite boring and I was observing the people on the platform. There were many flower vendors, who were packing their cargo and sprinkling them with water to keep them fresh, in the meantime gossiping and chatting with each other. I could help wondering about the role played by a railway station, how important it is in a small town like TRT, and how people regard the station. I could compare this with Kushwant Singh's description of the Mano Majra station, in his book 'Train to Pakistan', and how the village people regarded the station with pride,. Our Railways plays a very important role in rural folks' life.

Anyway, it was soon 1215 and a BCNA rake arrived on the loop line in from RU headed by 24052 JHS WAG5HB and stopped. I knew that our train was now on its way, and sure enough, I heard the twin tones, albeit a different this time round. This horn was less shrill than the WAP4's we came with. I was hoping that it would not be a WAM4, when to my joy came 22588 ED WAP4 leading Sapthagiri at 1230. This raises a question: what happened to the WAP4 that brought in the morning train into TPTY? It cannot have some other link as usually Sapthagiri operates with a fixed push-pull rake with a dedicated loco. So did the WAP4 developed any fault or was it sent with another train? And where did 22588 come from? So many questions, and no answers. I positioned myself at the door, in the second coach from the loco. Soon, we left and the driver seemed to notch up within no time and were doing 110 kmph. He knew that we were late and also that the same rake had to do another trip round to TPTY, so he tried to make up time. And, boy did he not try!!! Soon we crossed AJJ and hardly had we cleared the AJJ loco shed that the chief notched up aggresively and we were back at 110. What an amazing ride it was!!!! AJJ to Tiruvallur was 28km and we covered that distance in 17 min flat!!! An average speed of 98.8kmph!!!!!!!! What an absolutely fabulous ride!!!!!

Some spottings at AJJ:
TNP WDM7 11013 parked on the platform serving the AJJ-CGL line.
22295 ED WAP4 want past with unknown train (probably 6012 CSTM express) around 1300 near AJJ.

We resumed 100+ after a 3 min halt at Tiruvallur. The chief was sure in a tearing hurry. Amongst the blur of passing trains, I could make out a coal rake with an unidentified loco, a goods with LDH WAG7 (variety is the spice of life), and a local EMU with the letters KBT????? What does KBT stand for???? Unfortunately, at KM 31, we slowed and soon stopped. I was by this time hoping for a record run all the way till MAS, but that was not to be :(((((. On leaning out the door, a goddamn goods rake was in front of us on the same line, barely 500m in front of our loco. I cursed the damn fellow. We waited there like that for an interminable interval, when the guard of the goods began to wave his green and the goods started. Soon, we too started and continued at what road traffic would call bumper to bumper!!!
This section is really crying for quadrupling, as the same scene was witnessed on the other line. Just as we were moving at 30 kmph (advance with caution), on the other line I saw TKD WAG7 27476 led goods, followed by 21233 AJJ WAM4 led passenger train (could not identify-maybe 6023 MAS-SBC express), closely followed by 23771 AJJ WAG5HA led oil tankers, and again closely followed by an EMU. Whew! 4 trains in just 5-10 min!!! And each within sight of each other!!!! Congestion indeed!

We followed the goods impatiently through Thirunindravur (which had a loop line but the goods was not stopped here: wasting more time), and finally got the all clear just before Hindu College and the chief decided to come back to 100 with a vengeance!!! Horns blaring without respite we tore through Pattabiram, and soon Avadi (where the damn goods had been stopped at last) at 105 kmph.

This continued all the way till PER, and I was delighted to watch all the Chennai suburbs flash by. Near some wayside station, I saw a guy trying to close his ears to the WAP4's horn. I could only feel sorry for the guy, who could not appreciate a twin tone like a rail fan would. For me it was heaven!!! I always want a train to horn and not go silent.

PER was reached at 1405 and then it was slow drive till MAS which we reached at 1425. Sightings at MAS and BBQ:

22345 WAP4E BRC (JP-MAS s/f)
22231 WAP4 LGD (Charminar?)
22221 WAP4 ED (this one oddly looked dirty with paint peeling-odd one out)-waiting for the outgoing MAS-TPTY express?
11003 WDM7 TNP

And on one side line, stabled away from peering eyes, was the new kid on the block, 20008 WDP4!!! So my morning sighting was right!! What was he doing here? The CBE-MAS-CBE intercity had arrived with 22526 ED WAP4 and was ready to depart with 22259 ED WAP4. We got down and quickly went to MSPK and took a BG EMU to Guindy and home. At MS, I saw that 22550 ED WAP4 had brought in Pallavan from Tiruchi and the return Vaigai was given 21256 WAM4P6PE AJJ. Saw a WAG7 hauled goods flash by before getting down at Guindy and going home after a very eventful and enjoyable trip.

For further reports, please refer the menu on to the left side of the page. Thanks for a patient reading!

Madurai to Mambalam

Trip Report: Madurai-Mambalam by 2638 Pandyan Express
Date: May 6, 2004

This is the final part of the reports of my south tour. This is about my return back home to Chennai by the Pandyan from MDU till Mambalam (MBM).

Pandyan was scheduled to depart from MDU on time at 2030. I reached MDU an hour before itself, for two reasons. One was some last minute trainspotting and also I wanted to refuel at Planet Yumm, which I hoped served quite decent stuff, and I was not let down. The veg. noodles I had was tasty and hot. One mention: IRCTC is really doing a great job, especially setting up food malls all over. I can recall food malls in MAS, MS and MDU (now), and read about the one in NGP and ALD(??). Where else have these been established? How are these? This is vital information for railfans, for railfanning is quite a hunger inducing job, in my experience. Why don't we have a list of such good refreshments (apart from the IRCTC establishments) so that rail fans may perform to their optimum in areas new to them (I myself have planned a trip to NDLS, so such info would definitely be vital to me :)))). I would, for one, recommend Itarsi (ET) and Vijayawada (BZA) as good places to refuel.

Anyway, back on rails, i.e. of Pandyan!! After my supper, I hoped to catch sight of Vaigai, which usually arrived at 2015. Unfortunately, Vaigai was an hour and twenty min late!!!!!! Something very very wrong!!!! One good thing (though it served no purpose) was the announcement expressing regret for the late running of Vaigai. Till now I had not heard anything like that in Chennai, but I suppose it is becoming pretty common. But then it did come as a surprise.

Anyway, the Pandyan rake had been unlocked and people started boarding. I noted the coach composition (23 coaches):
1 SLR
1 II
1 1A (yes 1 full 1A, H1)
1 2A
3 3A
1 F1
1 EX 1 (any idea what this is???? this was an SL coach though)
13 SL (1 Tatkal)
1 II

Power: twin GOC WDM2s 17835 Jumbo trailing, and R 18694 SHF leading

Well well, so were getting twin powers!!! Good wasn't it? If you recall, I had met 18694R previously at VM (Villupuram). So my second meeting with this chap in a week. Maybe he's a regular on Pandyan.

Before we left, the RMM-MDU pass. arrived with 6312 YDM4. Then, it was starters for us!! Without much ado, creating no noise (I mean the horn), 2638 slowly crept out of MDU accompanied by frenzied waving from the people on the pf to others who were visiting MDU for the summer vacation. We cleared the station outer, and soon crossed the Vaigai river and slowly picked up speed. Actually, it wasn't so slow as we had twin diesels, but I still feel the loco pilots weren't pushing the throttle fully. For the pickup was somewhere between that of a regulat WDM2 and a YAM-1. Maybe they were taking it easy on the locos or I judged it wrong in the darkness :)))). Soon, we reached 90 kmph (at last!!! especially after travelling MG, this seemed like going supersonic!!!). We kept a steady clip at 90 and I was straining in the dark to spot the MG line (where they cross the BG). At 2055, we slowed down into a loop for a goods crossing, but then it was actually Sholavandan station. I was looking out for the (very) late running Vaigai, which should cross us somewhere before Dindigul (DG). This ultimately happened at Vadipatti, where the Vaigai was held on a loop and we sped past at the same 90. I could not note the loco shed and number details due to the speed and darkness though it certainly was a single WDM2 (maybe 2A). I saw an MG pass. hauled by 6138 YDM4 at Kodai road. Now this is one station which indicates its British Raj history. The old station building (for MG) resembles the old world type of roof and construction. A nice sight.

2638 schedule:
Kodaikanal Road (KQN) 2120 (8 min late)
Ambathurai (ABI) 2140 (8 min late)
Dindigul (DG) 2155 (10 min late)
Manaparai (MPA) 2250 (8 min late)

After DG, I went to sleep. I had a middle berth and had to content myself by listening to the train's sounds. However, there were not many, except the occasional run over joints. The run was very smooth and quite silent. Also the locos seemed to too silent (for me!!!), or maybe because I could not hear them (my coach was the 14th from the locos). Anyway, compared to the MG lines I travelled the past week, this appeared as though one had pressed the mute button on a TV remote. What noise did the MG tracks make!!!! This demonstrated the advantages of long welded rails, which has become common on most BG routes. Anyway, I fell asleep quite easily, though I was a bit restless. I woke up slightly at 2250, and again at Tiruchirapalli (TPJ). We reached TPJ on the dot at 2315. Here I saw the empty sleeping rake of the MS-TPJ Pallavan express, to which was coupled GOC WDM2 18866, most likely the loco that brought it to TPJ that evening. On leaving TPJ, I saw the 6121 MS-CAPE express on a far side platform, which till then was hidden by the Pallavan rake. 6121 was 20 min late (maybe it had been detained to let Pandyan cross, instead of stopping somewhere outside TPJ). We crossed the Cauvery silently (not that it had much water :)))) and halted at Srirangam at 2340. Now I don't think that is a stop. Maybe it was a crossing for MS-Tuticorin Pearl City???

After Srirangam, I simply could not keep my eyes open, and succumbed to sleep. This time it was more long lasting. I woke up only at 0400. In between, I just recall stopping at someplace to let a loud long horning train at a great speed cross us (maybe Pearl City or MS-TVC Ananthapuri). Anyway, at 0400, we had reached Chengalpattu (CGL). I got up and posted myself at the door. I had actually wanted to awake at VM itself to catch the loco change to a WAP4, but well sleep was too irresistible!!! It was raining again, but I still stood at the door. We soon picked up speed outside CGL and well, we know of the WAP4's brute power :))). It looked as though we were stopped one moment; the next moment, we were doing 90! What to say??? Easily doing 90+ (maybe 100+ - I could not time due to darkness), we reached TBM on the dot at 0430. Before TBM, I walked through the vestibule to reach the 1st coach so that I could catch the loco number. After I reached S1(2nd from loco), I heard some music.....what else, the great twin tones!!!! And the chief was quite liberal with it.....after a silent night with diesels this was indeed an great performance with many encores!!! At TBM, I saw the loco: ED WAP4 22220 (plus 2 would have been nice - 22222 indeed belongs to ED :)))).

After TBM, I hoped to witness some nice high speed action in the suburbs, but that was not to be. I suppose some EMU was ahead of us, and all we got was proceed at cautions :(((( Result: 45-50 kmph only with a halt at St. Thomas Mount for 5 min!!!! We reached MBM only at 0525 (25 min late). Here I detrained and left the station for home sweet home.....last sighting: the low beam of another WAP4 waiting at MBM outer (2632 Nellai I suppose). But I could not wait and watch for that and had to go home.........to write this series of reports and print and upload my photos........ and get your reviews and comments :)))))

For other reports, please refer the menu on to the left side of the page.

Thanks for your patient reading.

Madurai Junction

Trip Report: Madurai Junction Observations
Date: May 5,6 2004.

Madurai Junction (MDU) is one of the most important junctions in this area, being a seperate division of SR. At this junction, 4 lines converge, from Chennai, Bodinayakkanur, Nagercoil, and Rameswaram. Of these, two are BG (Nagercoil and Chennai) and 3 MG (RMM, Bodi and Dindigul(DG)-an MG line runs parallel to the MS bound BG till here). Such a station is bound to have quite a lot of action (though nowhere to the scale of say MAS, ET or BZA), all diesels. One thing I was looking forward to was the diesel action. In Chennai, one does not get to see diesels much, as it is electric territory. At least in places like SBC or ERS, one can see both types of locos on an equal scale. But in my city this is not the case....hence electrics are my favourite anyday. Of course, a train is a train, be it electric, diesel, BG or MG. So I was looking forward to catching some action at MDU.

Firstly, I had a stroke of luck. My hotel was located bang opposite the station. So I could pop in any time I pleased. This is what I did on Wednesday. It was around 1800 and I went in. The fist thing I saw was the announcement board announcing the arrival of 2641 Thirukkural Express. Well, this was a train I had not seen till now, so I had no idea of its rake composition or power. So I settled down to wait. Meanwhile I saw a long VB rake in one of the non-platform lines. I thought it must be one of those crawlers to some insignificant place. So I did not bother much about it. Meanwhile, it was sharp 1820, and I heard the horn of 2641. It was bang on time (till MDU :))). Soon, it came on pf 1 with 18485 ED WDM2. It was a 17 coach rake (2 SLR, 8 SL, 1 PC, 1 2A, 1 3A, and 4 II). I noticed that it was a TVC division train. Soon this train left and there were not many other trains around for at least 3 more hours. So I decided to call it a day and return the next day.

In the meantime, I saw a shunter WDS6 36013. This loco belonged to ED. There was some question about the home sheds for shunters in the south in the IRFCA discussion board, and the answer given then was TNP (Tondiarpet) and SBC (Bangalore City). Well, ED too seems to be one such shed.

The next afternoon, I returned back to MDU (where else ;))). This time I saw that the 6127 MS-Guruvayur Koodal Express was scheduled to arrive shortly. I wanted to get some pics of this as I knew its power would be a GOC WDP2. So I positioned myself on a road-over-bridge just outside the station, lying in wait for this beast. In the bargain, I got a lot of bemused looks from passer-by, as I was standing on this bridge under the hot sun with a camera in hand :))). Quite a scene I suppose!!! 6127 arrived at 1550, 30 min late. I could make out the loco to be a GOC WDP2 15534. After 10 min, I thought the train would move, but after the flag waving, it continued to remain at a stop. This happened a couple of times: the loco pilot (asst.) and the guard, and the SM would wave the greens, but the train did not move at all!!! The WPD2 chief sounded both his horns quite long, in frustration, I suppose. But it was music to ears!!!! The signals out of MDU turned from red-amber-green-amber-red-amber-green(variety is it not???)!!!! At last, the train left at 1640 (1 hr 10 min late!!!). I could not note the rake composition except that it was a 15 coach rake consisting of SLR, SL, II and 3A.

This train having departed (though with utmost reluctance :)))), I entered the station hoping to see more. All was silent for sometime, with the sun beating down, making me feel drowsy (most people on the platforms seemed to be sleeping:))). But it was not to be for long. A long oil tanker train came into the station from the Dindigul side hauled by 17711 WDM 2 of GOC. This came to a stop on pf2. I then decided to explore all the platforms, and came across 6516 YDM4 and the empty rake of the MDU-DG pass. One thing I observed here, till now I did not notice this: the pass. rake (MG) did not have side buffers. So are they CBC coupled? Is that for all MG trains??? Then I saw an AV (dual: AB and VB) coach. It was an inspection coach (I think for it had observation windows at its rear). Here is what I observed:

Coach built in 1972 (AV then or modified later??? We did not have AB then right??)
Fit to run at 100 kmph.
It had 3 pipes at its end besides the coupler itself (so seperate pipes for AB and VB)
Coach number 5877/AV.

I made my way back to pf 1, when I heard a train approaching. It was a dual headed goods!!! It was a loaded 40 wagon BCNA rake, with the powers of ED WDG2s 14640 and 14741. My fisrt sighting of a WDG2!!! This train halted here for 5 min and then departed. I resumed my wandering and arrived at the stabling lines for the Pandyan and Vaigai expresses. The line for Vaigai was empty; only the Pandyan was locked up. I had a good look at the train I was going to travel in that night. Near the rake was a dead ED WDS6 36011. Walking back to pf 1, I passed by the MG lines, and what did I see? The heritage steam engine YG 3358!!!!! It was nestled in between two coaches and was still bright and shiny!!! It made a wonderful sight, looking so majestic :))). A steam loco is the best looking loco of all, in my opinion. The following was inscribed on the a plate on the loco:

Loco Inpector: W.A. Woolridge
Driver: D. Devaraj
1st F. Man: K. Munisamy
2nd F. Man: K. Venkatraju

I suppose F. Man stand for fire man...

It was 1735 and ED WDG2 14692 hauling the long VB rake I had seen yesterday stopped on pf 1. So this one was bound for some place...I resolved to find out. Soon after the oil tanker left. By now it had started to rain slightly, so I scurried back under the pf shelter. Feeling the need for a cuppa, I had some tea from Planet Yumm, the food mall on pf1. Then I set about to find the whereabouts of this mysterious VB rake. I call it mysterious because it had not a single name board. And all its coaches were from different zones!!! An truly assorted rake it was!! Also, many coaches had been transferred from SCR, and I could see the old SC markings besides the newer zone markings....quite a shoddy paint job. And surprise surprise!! It had a 3A coach!!! A VB train witha 3A?? You are right, the 3A was an AV (AB and VB)coach belonging so SR. Its power was ED WDM3A 14127. These quilities of this mysterious rake attracted me more and I walked its entire length and noted its composition-19 coaches pretty long huh??(old zone if any in brackets):

WCR SLR
SW II
SECR II
WCR II
WCR II
SR 3A (97102/AV)
SW SL
SWR SL
SWR SL
SWR SL
WCR SL
CR SL
SC SL
WCR SL (SC)
WCR SL (SC)
CR SL (SC)
CR SL (SC)
CR II (SC)
CR SLR

This would deifinitely win any variety contest!!!! What a rake!!! So any guesses as to what train it is? Well, there no boards, or charts on the rake, none whatsoever. The information board at the entrance was mute about this train. After some time, there was an announcement that the MDU-MS summer special would leave from pf 1 at 1915. So, this mysterious train was bound to MS of all places!!!! Wonder why SR could not find a better rake. But one thing I must mention here: inspite of its weird characteristics, one could not call the rake dirty. It was quite decent looking as far as cleanliness was concerned (though I don't know about the interiors). One more thing: this train would get overtaken by Pandyan and Nellai during the course of its journey.

This mystery having been resolved, I resolved to leave as it was getting late for me (I had to pack and board Pandyan at 2030). However, the 6788 (Jammu Tawi) JAT-MDU express arrived on pf2 then, and I went to have a look at it. The train, having arrived at 1755 was only 25 min late. Rake composition: 1 II, 1 2A, 4 SL, AND 1 SLR. Power was GTL WDM 2A 17175 (where did a GTL loco come in from????). I have a confusion about this train. This starts from JAT as the JAT-MAQ-CAPE/MDU Himsagar express, but the TT does not show the CAPE part of the train? Where does the train split 3 times and what would be the route it takes? Also, if the 7 coaches that arrived at MDU was just a third of this train, then just how long is the full rake, and what is its composition? Lastly, what is the Navyug express....one part of this train? I still cannot make sense of this.

Anyway, after this, I left the station and returned to board Pandyan.


For further reports, please refer the menu on to the left side of the page. This report continues at Madurai to Mambalam. Thanks for a patient reading!

Rameswaram-Karaikkudi

Trip Report: Rameswaram-Karaikkudi Jn. by 6714 Sethu Express
Date: May 3, 2004.

After visiting Danushkodi, I wanted to locate the place where the line to Danushkodi split from the line to RMM. I was to board the Sethu Express to go to Karaikkudi, which departed from RMM at 1510. The station is quaint and has an old world charm about it. There are three platforms, of wich only 2 and 3 are in use. I saw 2 YDM4s at RMM: 6138 and 6312, one of them for the RMM-MDU pass. On this train, I saw a coach labelled R6885/Y. What does the 'R' stand for? Rebuilt coach????

The Sethu rake was shunted on platform 2 by 6349 GOC YDM4, LHF. This was the loco allocated to Sethu for the day. We occupied our seats in the II (unre.) coaches. This was the first time I was travelling by an unreserved coach, and it turned out to be a good experience. First of all, there was no crowd at all in both the coaches!!! We had a full cabin to ourselves, and the whole coach had around 20 people. We decided not convert our tickets into sleeper ones, as this coach was good enough. The coach was clean and well maintained, and anyway the train started. With a short blast, the YDM4 started puffing away and soon, we were off!! I again positioned myself at the door hoping to catch sight of the lost line to Danushkodi. 6714 soon picked up speed and we quickly reached Pamban, the station just before the viaduct. Till then I had doubts about one place, where I thought I saw tracks, but dismissed it as imagination.

We arrived at Pamban around 1530, and the train pulled to a stop. I wondered what the matter was, as Sethu did not halt at Pamban. Looking at the loop line, I saw the signal at proceed. A crossing! What train, I wondered. I was feeling bored and was looking out the door, when I observed a small culvert next the one under our track. This culvert did not have any track, but was covered with sand and was wide enough to fit a single MG line. My curiosity was aroused, and I got down and went to the culvert, but could not see any track. Looking around, I saw some metallic bridge beams placed directly aligned to the culvert some distance away, toward the viaduct end of the station. As I walked toward these beams, I found some tracks!!!! These were below the beams, and were normal railway track, MG, fixed to sleepers and not discarded rails!!! Here was a railway track not being used and is submerged by sand!!! Also, it was directly aligned with the culvert, so they had to pass on it. The culvert was indeed for a railway track!!!! I looked around for someone to ask about it, but found no one. I returned to my coach and saw that the SLR coach was two cars behind me. I decided to ask the guard himself.

And what did he say.....the tracks were indeed for Danushkodi and they diverged from Pamban R.S. itself!!!! The signal posts of Pamban R.S. towards RMM once used to additionally contain a signal post for the Danushkodi line!!! So, the line to Danushkodi split from the line to RMM at Pamban and proceed directly following the alignment of the current NH49. Mission accomplished!!! Check out this map for a layout of the Rameswaram Island...

I wanted to ask more questions to the guard as he seemed to be the talking type, but right then came the 90 min late 6701 TBM-RMM Express on the loop line hauled by 6132 YDM4 and he had to do the customary flag waving, and then our train left. Anyway, I had succeeded in locating the lost Danushkodi line and I sat back to enjoy the Pamban bridge again. The train crossed the bridge and passed through the same places I had described in my earlier report, but was held up at Paramkkudi to let a 6039 YDM4 led train cross. We passed through Ramanathapuram, Manamadurai Jn. and reached KKDI around 2030, almost an hour late.

One thing I would like to mention here: the unreserved coach I took had little crowd till Manamadurai, but even then people sat only one person per seat, i.e. 8 people per cabin only, as specified by the seat numbers. I shudder to think how things would be in an unreserved coach in states like Bihar, where even sleeper coaches are filled to capacity!!! So this was really no experience in unreserved travelling, I suppose :)))

For further reports, please refer the menu on to the left side of the page. This report continues at Madurai Junction. Thanks for a patient reading!

At Land's End

Trip Report: Around Rameswaram; and the lost line to Danushkodi
Date May 3, 2004

This is in continuation of my earlier trip report on the Sethu express. While at Rameswaram, I wanted to visit Danushkodi, which once used to be the farthest point for IR over here. The famous Boat Mail from Egmore used to arrive at this station, next which used to be a pier from where ferry boats to Sri Lanka used to ply. On 22 December 1964, a severe storm wiped out Danushkodi in its entirety. This storm derailed and submerged the the last passenger train to ever travel to Danushkodi, the Pamban - Danushkodi passenger, as it was entering the Danushkodi station. As if that were not enough, the old Pamban bridge across the Palk strait was completely destroyed. That spelt the death knell to the railway and commerce at Danushkodi. However, the Pamban bridge was rebuilt in record time and rail service was resumed to Rameswaram, but not Danushkodi.

From Rameswaram, I travelled along the NH49 to Danushkodi. There have been some photos of rail tracks hidden under the sand on this route, and I wanted to locate them. The highway is very smooth and has very gentle grades, so much so that I began to wonder whether it really a newly designed highway. For I suspected that the road with its gentle grades resembled a railway line, and this was further confirmed when I learnt that a railway track used to exist here.

Soon we reached the end of NH49, but Danushkodi was still 5km away. This was called Mundram Chatram, and there is a bus service till here. The place was in the middle of nowhere, surrounded by the sea on both sides and only a few huts here and there. Also, there was heavy rain, making the sea look ferocious. But the main purpose of my trip down here was to go to Danushkodi and if possible, locate the railway station that once existed there. So, we got into a van that made its way along the beach (yes, right on the sands!!) and sometimes in the water itself!!! The old highway and the railway line had been completely destroyed, I was told.

Ultimately, we reached what was once a thriving sea port, with regular trading with Sri Lanka, i.e. Danushkodi. The place looks absolutely absolutely beautiful, surrounded on two sides by the sea, the narrow strip of land ending at what used to be a port. Alas, today there remains only a few ramshackle huts, in which the survivors live, surrounded by the ruins. I set out to find the railway station ruins, if at all they still existed. But I could not locate it, but saw only the reamins of a school, a passport office, and a water tank (possibly for railway use???).

I sought out a local, an old person, who was around when the town existed. He said that the railway station used to start at the spot my van was standing and extend till the very end of the strip of land. My van was standing on the remains of an old road, so my guess was right, that the current road has been built on the old railway alignment. However, all the station buildings had been destroyed completely, he said. The old town had come up, with the railway station at the centre. This I could attest to, as all the ruins I saw were located around the area the station used to occupy. So, the station was the mainstay of the town. The person also said that daily, there used to be six trains arriving and six departing, giving me an impression of a busy station. So it should have had a yard and at least 3 platforms. Though the area which he said was the 'railway plot' was large, nothing remains of the station. What a pity indeed!! The thought of a once busy town, served mainly by a railway line (belonging to South Indian Railway??) and continuous arrival and departure of steam hauled MG trains, with all their accompaniments, getting completely destroyed due to a single storm depressed me. The whole place, though very beautiful especially in the rainy backdrop, has a strong feeling of nostalgia to it. I could but only marvel at the skill of the railway engineers of yore, who had designed and constructed a bridge across the sea and an MG line over the shifting sands of Rameswaram island till this tip of land called Danushkodi, right next to the pier, so that trade was facilitated. How wonderful it would be if the old railway could be brought back into existence!! (It seems SR has a plan to contruct a line to Danushkodi, though I have no idea of when it will be done).

I returned back to the raod by the van, constantly looking out for the now disused railway tracks. I spotted it halfway to RMM, right next to the highway, a small stretch of MG tracks, half submerged in sand. If I recall correctly, there were some photos of these very tracks (by ISA??) in the IRFCA picture gallery. Are they still around? No wonder the highway had so gentle grades. I remember, after seeing these tracks, the highway took a sudden turn towards RMM then there were quite a few steep grades. It was consistent with my knowledge that the line to Danushkodi did not pass through RMM, which got confirmed later (next part of the report).

I returned to my hotel, wishing that Danushkodi would soon regain its old importance and more importantly (to me :))) its lost railway connection.

For further reports, please refer the menu on to the left side of the page. This report continues at Rameswaram-Karaikkudi. Thanks for a patient reading!

Tambaram-Rameswaram by Sethu Express

Trip Report: Tambaram-Rameswaram by 6713 Sethu Express
Date: May 1, 2004

It was a bright sunny morning as I woke up on the 1st of May, and the only thing that occupied my mind then was the trip on an MG train lasting around 18 hours!! It was going to be the longest trip for me on any MG train, and I certainly looked forward to it like any good IRFCAN :)))

We reached Tambaram (TBM) around 12 noon, leaving me with plenty of time for some local train spotting, as 6713 departed only at 1300. I had loaded my camera in anticipation of some good rail photos, my first such experiment. I had planned on catching two main things at TBM: the old YCG-1 which had been plinthed at the entrance of TBM station, and the WAP4 hauled 2635 Vaigai Express bound for Madurai (MDU), which was scheduled to arrive at 1250. After dumping the luggage in my coach, I set off seeking my targets. However, I was in for a disappointment. The YCG1 was no longer to be seen anywhere!!! I searched and searched, but to no avail. What a nice start indeed!! However, no disappointment would last for anyone, when they had something like the WAP4 to look forward to! Same with me, for the WAP4, which is incidentally my favourite machine, has never ceased to amaze me. What a beast!!!! Amazing, Amazing, and of course, looking so reliable!

I made my way back into the station, only to see a coal freighter hauled by a WAG7 passing through TBM towards Chengalpet (CGL). I could not see the number, which I knew would be of use to our veteran Rabibrata :))). Anyway, I told myself I would catch the loco before Villupuram (VM), as that was the last of electric territory on this route. I then positioned myself on the foot over bridge, facing the Sanatorium (It should be Sanitarium, actually) end of the station, waiting for the beast, which was expected to arrive at 1250. However, I thought things would be a bit too close, as Vaigai did not arrive till 1255 and my train was leaving in 5 min!! I rushed back to my train, getting a nice scolding from my worried parents :)). As soon as I occupied my window seat (lucky, am I not ;)))), I looked toward platform 8, and what did I see, but the number 22381!! It was a WAP4, no doubt with the Vaigai!! I knew that since 2635 was late by 10 odd min, it would certainly overtake us!!! A BG electric overtaking a puny MG electric!! What a scene it would make.....

Anyway, 6713 left at 1300 sharp, led by the puny little 21914 YAM1 of TBM (where else :)) with a small 14 coach load (1 FC, 1 2A, 2 SLR, 2 II, and 8 SL coaches). We pulled out of TBM and I looked back, only to see the WAP4 led 2635 following us!! My guess was right!! I promptly left my seat and made my way to the door, and saw the incredible pull of the P4. It came bearing upon our tiny rake (in comparison!!). The 22381 ED WAP4 had a load of 16 coaches (2 SLR, 2 II (unre.), 1 2A chair car, 1 CC, and 10 Second sitting coaches). Needless to say, Vaigai overtook us, though at a slow pace. There were four people in the P4 cab (2 in each). Seemed to be some training session.

By then the YAM1 decided to show what a fine fellow he was, saying that two people can play ball. He aggressively notched up, touching 72 kmph in no time. Alas, 75kmph was the MPS for the MG rake, and so the BG brute won the race. I was constantly looking out of my window, and could see the Vaigai ahead. So he was not going very fast either. 6713 was maintaining a constant 72 kmph, and what happened? At Urapakkam, we overtook Vaigai!!! It was held up at a red signal (no doubt due to the WAG7 freighter that had gone ahead). I mumbled my thanks to the WAG7, as I was witnessing a keen tussle between the li’l old YAM1 and the big brute WAP4!! 6713 maintained the speed constantly and things were quiet for a while. After sometime, I grew restless...where was Vaigai? And I could look ahead only, in the direction of motion, or had to turn my neck to see behind. So, I told my sister to tell me if the 'perisu' (meaning big one) came from behind, as she faced the back of the train. No sooner had I finished telling this, I heard the typical whining of the WAP4 motors, and sure enough, he came from behind. Sounding a long burst of the horn, the Vaigai majestically pulled past us, doing around 90 kmph and accelerating!!! What a sight!! Soon, he went ahead, no more to be seen. Soon we reached Chengalpattu (CGL) at 1335, 5 min before time. On the way, some further sightings:

23771 WAG 5 hauled NMG rake passed us towards TBM (AJJ loco I think)
27126 WAG 7 of AJNI was the coal freighter (which caused the magnificent race!!)

Some spottings at CGL:
2040 YDM 2 (????) coupled to TPJ CGL Pass.
21920 YAM 1 was being coupled to an oil tanker rake (with lot of hammering)
A UNIMAT machine made by Plasser India

We pulled out of CGL and hardly 5 min had passed, i.e. at 1350, when I heard a WAP 4 sound. This time it was the 2636 MDU MS Vaigai (very very late). The power was 22244 from ED. Soon we were back doing 72kmph, but then had to slow to around 60 kmph, reaching…

Madurantakam (MMK) at 1420 (10 min late)
Melmaruvathur (MLMR) at 1440 (10 min late)
Tindivanam (TMV) 1520 (20 min late)

Till then there was absolutely no activity on the BG line, making me wonder whether this line was really the highest passenger revenue generator for SR!!! Everything seemed so sleepy....Except one incident after Melmaruvathur, when our chief decided to race a public transport bus going our direction on the parallel NH 45. For some time the bus seemed to win, but not till YAM1 showed what an electric loco is capable of. Soon, we easily pulled past and were tearing down the tracks (in MG terms), until a speed restriction cropped up suddenly. :(( The bus obviously made off, much to my chagrin. I always hate it when a bus overtakes a train, even if I am travelling in the bus :)).

Only at 1525 (just outside TMV) did I see another train on the BG line. This time it was the Pondicherry-Tirupati (TPTY) passenger led by 18699-R WDM2 of GOC. Another thing I observed: at KM 133 from MS (or MSB??) is a neutral section. Also another such section just outside TBM towards Vandalur (so is that a neutral section every 100 km or so??). Soon, we pulled into a loop line (KM 135) to let the YAM1 21922 hauled 6854 Cholan Express bound for TBM cross. As we approached VM, the BG line seemed to wake up a bit, as two trains passed in quick succession: 18362 GOC WDM2A led the Trichy (TPJ)-TPTY special, and the 22232 ED WAP4 with the Pondy-MS passenger (this I presume would have been the loco for the 2631 Nellai that night, bound from MS). We reached VM at 1630 (5 min late-slack time??).

Some sightings here:
18694-R GOC WDM 2-I would be seeing this chap in a few days' time.
21919 YAM 1
22381 ED WAP4 (of Vaigai fame) (it was WAP4's day out in MS-VM, for I did not see a single WAM4 that day)
6139 YDM 4A
18597 GOC WDM 2A (14 days schedule loco)
6138 YDM 4 (All YDMs here belong to GOC)

Our diesel power was to be 6133 YDM 4A SHF. So, after some 7 years was I travelling by a MG diesel....wasn't I looking forward to it!! We pulled out of VM at 1645 and just as the tracks to TPJ and Cuddalore (CUPJ) diverge, an ED WDM2 18537 went past towards VM with a goods rake...the first ED diesel of the day.....and of course the last, for I was entering fully MG territory. The diesel (YDM) put up a decent show, though he couldn't match the YAM1 due to many speed restrictions. One thing I observed was the slower pickup, which, even my sister noticed...We passed through a station called Thiruppadrippuliyur, whose code is CUD!!!!! Another example of IR's sense of humour at work, isn't it? 6713 Schedule:

Cuddalore Port Junction (CUPJ) 1805 (25 min late)
Chidambaram (CDM) 1915 (45 min late)
Mayiladuthurai Jn. (MV) 2010 (40 min late)

Some sightings on the way: 6149 YDM 4A, 6225 YDM 4 at CUPJ; 6531 YDM 4 at MV.

At MV, I saw the rake of the 6854 Kumbakonam-Tambaram Cholan Exp. It had one coach labelled SC!! An orphan SCR coach, with no way to make it back to its parent zone, as all the routes linking SR and SCR are now BG!!!

We crossed Thiruvarur Jn. at 2130 (50 min late), where I saw 6137 YDM4. After Tiruvarur, I decided to hit the sack partly because the journey had become a bit dull and also I wanted to wake up early to catch the last leg to Rameswaram (RMM). However, I can't sleep much on a train, and I woke up at 2200. The train had stopped somewhere. Suddenly, I saw a huge flare next to my coach. Looking out, I saw a person standing in a separate enclosure holding a long burning stick on one hand and a token on the other....a token pass!!! My first such experience, that too in the dark! I suppose the flare was to signal the location of the token to the passing train. Soon a passenger train led by 6277 YDM4 came on that line (which incidentally was the loop line, so low speed), and the token was exchanged. The burning stick was stuck into a hole next to the enclosure and the flame promptly got doused. The fellow then calmly walked to the SM, who turned some machine in his office which gave him a token, which he tied up in the key and gave to our loco pilot. Only then did out train start....such a laidback and slow approach!!!! I could not help comparing the system in newer block sections and this one.....dating back some 50 (???) years.

Another break from sleep: Thiruthuraipoondi Jn. (from where a line branches off to Vedaranyam)... I saw a board on the pf saying MG Railbus....is there such a service here....from where to where??

We reached Ramanathapuram (RMD) at 0530 (40 min late). I woke up here, and after the customary morning kapeeee....kapeee, chaaya...chaaya here, I was back in business. 6713 maintained a constant speed of around 50 kmph and we were passing through lush (and I mean lush) scenery. For it was raining and all around I could see only green. I positioned myself at the door and could see all green mixed occasionally with black (from the loco:))). No people around, no villages, only green land, dotted with windmills and a lonely parallel NH 49 to keep company here. The train had mostly emptied at RMD. Amongst all of these was our loco blowing its two tones regularly (not necessarily at W/L sign locations)...he kept up the rhythm oooooooo-oo, oooooooo-oo. What a wonderful noise, that too early in the morning!!! Probably he realised that there was a passenger in his train appreciating his musical! Contrast this with the silent performance of the YAM1!!! Soon, after crossing Mandapam station, we reached the high point of this route.....the Pamban bridge. Labelled Pamban Viaduct in railway parlance, the train slowly chugs on the bridge with the customary ta dan-ta dan, of any bridge, except that this bridge is right on the sea!! I could see the horizon on the Palk Strait on one side, and the road bridge above us on the other side....what a wonderful sight!!! Soon, we passed through the part which opens to let ships pass and then we reached Rameswaram Island....25 min on the bridge. We passed through Pamban R.S. which was still sleepy and went 15 km to reach RMM at 0645 (5 min before time!!!). Quite a lot of slack time between RMD and RMM (1hr 55 min for a dist. of 45 km).

I had to get down here :((( as this was the last stop. However, I was happy that I had travelled on an MG line which along with the Pamban bridge would become BG, resulting in either modifying the present bridge or building a new one.....I would recommend this trip for all rail fans, especially the early morning bridge crossing by Sethu exp....a really wonderful experience indeed!!!

For further reports, please refer the menu on to the left side of the page. This report continues at At Land's End. Thanks for a patient reading!

Around Madras Central

Dated May 2004

We continued from Park Town, and entered MAS. It was just before 1600 and I wanted to watch the Grand Trunk Express to New Delhi departing. At 1600, 7053 HYB express left, and today it was the turn of BZA WAG5 to haul this train. Pretty large load for a WAG5, one might think, but then this is a goods loco, and so it’s starting torque is much higher than a WAM4, though its top speed is not. I have seen BZA WAM4s being asked to do this job, and recently, it became the turn of LGD WAP4s. This was a one-off occurrence, probably.

Then on to the Grand Trunk (nice name is it not?? It conjures up images of a train going from one end of the country to another) at platform 5. The power was a usual ED WAP4 22550 (Rabibrata's WAP4 list says this belongs to CNB??). The loco looks clean and spanking new, especially when seen from the front. All I could say about it, was, a beautiful machine. One doubt, the loco had some structure like vertical netting (my best description I am afraid!) on its top. Any idea as to what it could be? One bad thing: seats were the old type seats, not very comfy. GT pulled out on time (loco started moving in the 3rd notch itself) sounding its melodious horn. What a sound!!! The load was: 12 SL, 2 2AC, 2 3AC, 1 1A/2A, 1PC, 3 GS, 2 SLR, 1 High Capacity parcel van. An interesting info here: the parcel van was loaded on pf. 1. Then 22550 went there, attached itself to the PV and brought it to the rake of GT. We could see the coupling between coaches being done (usually the loco is coupled to the coach).

Other sightings: AJJ WAM4P-6PE 21256 hauled a train which said MYS-TPTY-MAS. This was the MAS-Tirupati express,which the next morning would proceed from Tirupati to Mysore. We saw BZA WAG5A 23458 hauling the Bitragunta pass. (SCR uses many WAG5s in passengers).

Diesel sighting: spanking new KJM WDM3A 17961 dead on pf 8 along with (but not coupled) Cheran rake. This probably came from the Bangalore (SBC) - Patna (PNBE) Sangamitra express, which gets a reversal and loco change at MAS. This loco looked very nice and clean. The seats are very comfy and the cab is spacious. The front of the loco says "SWR, Bangalore division., Krishnarajapuram". Nice logo.

We decided to call it a day, and left MAS (past the heavy security). We decided to go to MSB and take the train to Tiruvanmiyur from there. En route, we saw 2 more locos, coupled, but not mued: JHS WAG5HB 24033(live) and AJJ WAG5HA 23442(dead).

Then back to MSB and the EMU to TYMR, after some waiting, and to our surprise, it was the same rake no 097 by which we started our trip. Nice ending to a great trip!!

For further reports, please refer the menu on to the left side of the page. Thanks for a patient reading!

Around Madras Egmore

Dated May 2004

This is to continue from our trip out of MSB to MS (Egmore). As we reached MS, we were told it was time for Vaigai express to arrive. Hoping to catch some diesel action (WDP2/WDM2), we hung around. At 1435, my favourite loco, the mighty WAP4 (ED 22380) came with the puny load (15 coaches) of Vaigai. Well, for me the WAP4 never fails to impress! The composition for that day was (from what I recall) 2 CC, 2GSL, 3 GS, 7 2S, 1 PS. The pantry was combined with a seating coach, i.e. one half of the coach is the Pantry, and the other half is sitting!! I did not know such a coach even existed. Would be kind of hot and stuffy, knowing our regular pantry cars! One more thing: C2 was actually a "Second A.C. Chair Car". What is that? TAAG just mentions the train has CC, II, P. What is the layout of the coach, and any other place where such a service is available?

For those who do not know, the incoming Vaigai from MDU returns as Pallavan to TPJ. We expected the WAP4 to reverse and attach itself to this. But (another surprise, at least to us), an AJJ WAM4-6PE (AB only), Raj liveried, no. 20573 attached itself to the (now) Pallavan rake.

Then we went over to the MS diesel trip shed to catch some diesels. We saw 5 diesels in all, and all were dead. Someone told us that usually diesels are not switched off and remain idle because they take a lot of fuel on starting. It was anyway a waste of resources, having so many locos sitting idle from morning to night. We saw a GOC WDM2 18375, GOC WDM3A 18555R (rebuilt from WDM2???). Are all WDM2Cs called WDM3A now? I quote the IRFCA FAQ on diesels, "Following the new mainline diesel classification scheme, new WDM-2C's converted or overhauled by DCW, Patiala, are being labelled WDM-3A (new)." Looked like only DCW called them WDM3A. Other GOC locos maintained their old classification schemes (WDM2C and WDP2). 18555 was rebuilt at DCW (the name plate said DCW, and gave the no. and the class as WDM3A).

To continue, we then saw the WDP2s. Beautiful beasts they are, if I can call a beast "beautiful" :-). They really look large and powerful, compared to the old WDM2s (due to twin cabs??). But the colour was not impressive. I like the original colour with "diesel power" written in the sides like LDH still does. Two (GOC WDP2 15515 and 15535) had the standard GOC livery (as did the DM2 and 3A). The other one (15502) sported the Rajdhani livery. This loco was built by DLW in 11/98 (other two being 15515 5/00 and 15535 11/00). Are these locos being built now? How many have been turned out of DLW till date? I guess only GOC and TKD have these locos.

Well, to continue, we went to Park Town by the new ICF EMU (there’s a photo of it somewhere on this site). It is really smooth (we think it has air suspension-very little noise). From Park, we entered the source of 24hr. action, i.e., Madras Central (MAS).

For further reports, please refer the menu on to the left side of the page. This report continues at Hanging out at Madras Central. Thanks for a patient reading!

Around Madras Beach

Dated May 2004


This forms the 2nd report (first I wrote yesterday about the TYMR-MSB MRTS line). After fellow rail fan Karthik and myself arrived at Chennai Beach (MSB), we decided to catch some freight action (MSB offers a lot in this aspect, due to the proximity of the harbour).

Even at the outset, we were rewarded. We saw two light AJJ WAG5HAs, one live and the other dead, pulling out of MSB towards the basin bridge crossing. Then we came across a BRC (!) WAG5HA 23729 (digital lettering), hauling a coal rake to Raichur. A BRC loco, doing SR duties?? It seemed to have got lost in SR territory. Anyway, the poor fellow was too old and weak, I think. He could not start with his load (initially, breaks were not released), and then, the loco's DJ tripped and then, stop! The driver got out of the cab and closed it and walked away. Overload, I should say.

Adjacent to this was an ED WAG7 27488. The driver was a friendly chap called Sooraj, who, he said belonged to Palghat (PGT), but worked from Jolarpettai (JTJ), under MAS division. He said he was proud of working in MAS division (he said it is one of the most advanced in division in IR!). Anyway, back to the tracks. The chap asked us into the cab (it was the first cab visit for us, and boy, weren't we excited!). The cab was okay and functional, except for the seats. The speedometer was new and digital. It had some kind of a data entry provision, where the driver has to key in the trip details along with his ID no. and the km reading will be shown digitally (but I did not understand what its advantages were over the ordinary speedometer).

We then got talking about the recent Wadala (Mumbai) incident and the driver shared his (gory) experiences. Once, a guy, after finishing his toilet on tracks, was caught between two trains (double line). No chance of escape, poor fellow. Similarly, once a lady was caught. Our chap told us that he signalled to her frantically, asking her to sit down in the space between the two tracks, and she did and survived! One poor lady though did not have that much luck. She shooed away her cow which was on the track, but she......

Some safety information: Sooraj said that one mustn't stand vertically when the train passes closely, but sit or lie down. A valuable tip indeed!!

You may wonder why I am writing about these gory incidents. I know some of you do not like it (my apologies), but the point I am trying to make is that, people are so careless about their lives. One cannot afford that, especially when a train is around (it is not a bus or a car, for heaven's sake). Most of the accidents like these are due to the victims themselves. People cross the tracks when there is a provision for crossing overhead, or to do their toilet. The list is large. When I read about these accidents, I feel sorry on one hand, and yet wonder what they were doing on the track or permanent way.

One request to you: please desist from crossing tracks at any station and anywhere else and use the overhead or underground bridges. When rail fanning (which is of course, unavoidable :)), let us be most careful around the permanent way, and warn others also about approaching trains.

Anyway, back to the subject. The WAG7 can go around 100kmph (depends on load though), but the new speedometer has markings till 180 ('fast' forward thinking :))!! The walkie-talkie he had has a range of around 5km. From MSB, we decided to continue on to Egmore (MS) by EMU. On the way, we saw LGD WAG5 24331 doing some shunting at the harbour. Also we saw another BRC WAG5HA 23731(digital lettering again, is that a BRC characteristic?) going light towards MSB. To aid its stricken brother 23729 at MSB, I suppose. Many visitors from up north that day!!

For further reports, please refer the menu on to the left side of the page. This report continues at Hanging out at Madras Egmore. Thanks for a patient reading!

Token system in Electric Traction - Back to Basics?

Dated May 2004

This is about the new train service that has commenced on the Tirumayilai (MTMY) –Tiruvanmiyur (TYMR) section of Chennai's MRTS. This is actually the first of the trip reports I am writing, to make for easy reading, because today was a long rail fanning day :-) that includes Chennai Central (MAS), Chennai Egmore (MS), and Chennai Beach (MSB). Anyway, here we go....

I took the MRTS service from TYMR at 1130 to join fellow rail fan Karthik at Kasturba Nagar. SR is operating an hourly service (around 25min past every hour), starting from 0715 and ending at 1935 (ex. TYMR). Only 3 car rakes are being operated for now. The one I took (no. 097) was the rake that made the 1st trip (it was decorated with flowers and garlands, and was inaugurated by some railway official, for once no politicians :-)). The crowd was huge and the train was full. When the train came, the local kids clapped and cheered. However, one does not how many were ticket less; I suppose SR did not mind on that day. I talked to an SR official (who did not know about IRFCA). He said the response on the 1st day was very good, with more than 150 tickets sold per train (3 cars), the fare being Rs. 7 TYMR-MSB (seems to be reasonable). I learnt they would review the schedules after a week's operation. However, there was to be no weekend service (to allow for construction work). So no rail trips for people like me, as only weekends offered the time!

The train took 30 minutes to cover the 15km dist between TYMR and MSB, and offered magnificent views (TIDEL park, and the coastline at Adyar, etc.). Speeds were around 40-50kmph, with a run at around 60 (my guess). The ride quality on the ballast less section is very good, and there is little noise(except that of the motor car and wind). The track does not make the sounds associated with ballasted track. Without the noise, the journey was different. However, there must be some noise on any rail journey, or it does not feel complete!

Well, some interesting news here: the SR official told me that signals are not used in the new section. They follow the "one train one section" principle, wherein only one train is allowed on the new section. Only when one train comes back to MTMY, will another be allowed in. This is because only one track is used here, for there are no points anywhere on this stretch. Since only one train is allowed, the train does not require any signalling (the signal posts at many places were covered with an X symbol). To ensure safety, the driver of the train is given a token at MTMY when going toward TYMR and only when he returns it at MTMY while coming back, will another train be allowed (something like the diesel token exchange, minus the large tennis racquet like equipment!!). I guess this is the only place where tokens are used under electric traction.

The stations were well lit (as seen from MSB-TYMR 1800 service) though a major part was cordoned off in each due 2 construction work. Though Tiruvanmiyur is well located, many additional features are needed, like transfer to bus facilities and adequate parking space(today, parking was free!!). No return tickets were available anywhere in this section, and people were rushing to the ticket counters to purchase them before the train left, at TYMR. One commendable feature I would like to mention is, separate ramps have been provided at TYMR for handicapped people (at entrance and also ticket counter). Way to go, SR!

For further reports, please refer the menu on to the left side of the page. This report continues at Hanging out at Madras Beach. Thanks for a patient reading!

Introduction - Basin Bridge Junction

Basin Bridge Junction is an instantly recognizable name to the fans or enthusiasts of Indian Railways. However, let me provide a brief introduction here about Basin Bridge.

Basin Bridge Junction, or BBQ, as it is affectionately referred to by the railfans hailing from or familiar with Madras, is the gateway to Madras Central (now Chennai Central) station. Railfans regard it as the ultimate railfanning destination in Madras, while others might know of it as a place where all inbound trains are stopped to be assigned a platform in the busy Central station a kilometre away. Yours truly certainly does not regard this place as just another godforsaken wayside station that stops or slows down all passing trains. For me, this is where I would love to spend an early morning, before the sun unleashes what is known as the Madras heat, or late evening, when the same sun calls it quits for the day. During these times of the day, BBQ is at its busiest, coinciding with the early morning and late evening arrivals and departures at Central. However, I am told that the busy period is now extended throughout the day, for the travelling needs of a city that has crossed the 8-million souls mark are relentlessly increasing.

BBQ is ideally located at the southern end of the diamond junction that one encounters right after leaving Central. Also, since it is the gateway to Central, it has 7 platforms with almost continuous occupancy, a big and bigger AC loco trip shed (electric engine, for the non-technical person), and one of the country's largest passenger coach care facilities, all located cheek-by-jowl to the mainlines. Hence, the railfan's dream come true! One can get lost in here all day, and night too, if one is so brave :).

In future, I am planning a BBQ-only trip, walking down from Central and exploring the various components of this busy station, and shall provide reports here. The only problem anticipated is from the security-conscious Railway Police at Basin Bridge, but let me cross that Bridge when I come to it!

Purpose of this blog

This blog is intended to be my space for Indian Railways-related material. I plan to start with publishing my old trip reports, which are currently found at my Indian Railway page.

For lay users, some terms might be technical or simply incomprehensible. For those who are interested in learning more about those terms, or about Indian Railways in general, I highly recommend the Indian Railway Fan Club website.