OUT OF DATE :-)

The next few posts are the ones that I have written over the last few years. There was a time lag before I could eventually search, source and post them on the blog. Some of them are still relevant today, some are not. Nevertheless, I felt the need to put them all in one place - and what better than my own blog?

Boquets and brickbats welcome.

TRAIN IN THE RAIN

I have been searching for an English word that means better than picture-postcard-perfect. It has been a futile search, and I totally forgot about the same when I embarked on a railfaning trip on theMumbai Madgaon stretch of the Konkan railway during the monsoon. An hour into the journey, as you cross Panvel, the landscape changes dramatically. Greener than verdant green mountain sides, valleys, the rocks and the winding train, all play out a rare symphony for the eyes.

The Konkan Railways innovation of nets spread across large tracts of mountain side to prevent rocks falling on the tracks instill confidence.Tall mountains, deep valleys, all green, and paddy fields with saplings ready for transplantation are the sights one sees during this enjoyable trip. The train is slower, thanks to the precautionary monsoon schedule, and this lets you soak in as much of the scenery as you can. A short while after Roha, the Jagpudi and Vasishti rivers make an appearance. Now here, now off as the train meanders through the tracks, the rivers along with the green fields and the mountain side play hide and seek till Chiplun, interrupted only by the numerous tunnels that dot the route. The rivers never meet, but disappear ou tof view after Chiplun.

The Chiplun - Ratnagiri stetch is pockmarked by wonderful tunnels, playing hide and seek with alternating deep viaducts. The train dances through the tunnels, some very well lit and long, some short and dark, and waltzes across the viaducts, with waters gushing below.Entry into every tunnel is with a liberal shower of rain water gushing down the roof, and so is the exit. The wonder called Karbude tunnel-the longest in India at 6.5 km is on this stretch. It took awhole 10 minutes to cross - huge exhaust fans compete to keep the air fresh and circulating, the diesel exhaust works hard to neutralize this. A heady concoction for any one, let alone a rail fan.

Make sure not to miss the tallest viaduct across the Panvalnadi – another marvel of how man has tried to tame nature! The last of the season's Alphonsos are still inviting - no matter the timing of mid July. The route beyond Ratnagiri to Madgaon is no different. Shiny rain drenched dark roads snaking through, tunnels, viaducts and what not. The bridge on the Zuari is another treat to behold just before you reach Madgaon. If you love good food as well, make both the onward and return journeys by the Mandovi Express, a late morning departure at either ends, and a late evening arrival in Mumbai –about for the 550 kmstrip. The range of food is simply amazing - the specialities being the tomato soup, the chicken lollipops, methi kababs, Sabudana Vada-mostly specialities not found on trains!

Well, as I came back to Mumbai, I suddenly discovered that I had found a phrase that equaled better-than-picture-postcard-perfect. It was'Konkan Railway' during the monsoons.

FERNANDO SOLER : THE REAL DIRECTOR

He seems every bit a star tennis player himself, dressed in a natty T shirt. This is his fifth visit to the Chennai Open and he hasn’t yet hit a ball on the court. But he is as important to the Chennai Open as the Nadals, the Moyas and the Nalbandians. He is Fernando Soler, the Tournament Director of the Chennai Open.

Residing in Barcelona, having a loving Indian wife, Fernando comes across as much a lover of Chennai as most of us. He has visited Mahabalipuram, Parthasarathy Temple in Triplicane and many other places whose names he finds difficult to remember, but whose images he holds forever in his mind.

“As a Tournament Director, it is my duty to take care of all aspects of the conduct of the Tournament. The support of the Government of Tamil Nadu and the excellent organizing team means the Chennai Open is a winner all the time”, he says. It is all the more important this year, as international sponsors are here, and the international TV coverage goes out to more than 140 countries, many of them live. “It is also my responsibility to get the best players to the Chennai Open, and I am happy to say that this year has the strongest field in the history of Chennai Open”, he informs.

If players like Rafael Nadal, Carlos Moya and the like make it a point to skip the Adelaide or the Doha Open in favour of the Chennai Open, Fernando Soler has had a major role in their decisions.

“Chennai is a city that amazes me. Every year here I see many changes in the skyline, and the middle class seems to be growing all the time”, he gushes. Words that seem to come from the heart. Also from his heart is his appreciation for the Chennai fans. “They seem to know their tennis well, and the players better”, he declares. True words, as Carlos Moya seems to be an eternal favourite of the Chennai tennis fan.

“The absence of Leander Paes and Mahesh Bhupathi is unfortunate for the fans, though so far, this hasn’t affected the ticket sales”, he informs. According to Fernando Soler, all tickets for the Friday, Saturday and Sunday – usually the biggest days in a one week tournament are sold out, and more than percent of tickets for other days are sold. He has also seen difficult times at the Chennai open – more testing times than the withdrawal of a star or two. “Two years ago, close on the heels of the Tsunami was the saddest tournament of my life so far. The way the players, IMG, the sponsors and everybody else pitched in was to be seen to be believed”, he says nostalgically.

As the tournament ends on Sunday, no man would be more relieved than Fernando Soler, and he still will not be able to rest. He has 10 more tournaments across the world that IMG is conducting for the ATP to do – though in different capacities. He would, though, while it lasts at the Chennai Open, love to tuck into Tandoori food, his favourite.

THIRUSHKAMINI MD – A PROFILE

Like any other Indian cricketer in the teenage, this is one who idolizes Sachin Tendulkar. Like any other cricketer, this is one that likes to do things with both the bat and the ball. Like the idol called Sachin Tendulkar, this cricketer also opens the innings, though bats lefthanded, and bowls leg breaks. Like the idol called SachinTendulkar, this cricketer has won the Player of the Series in the debut series – the Asia Cup.The only difference is that this cricketer should be referred to as a she – yes, this young teenager from Chennai, M D Thirushkamini, all of16, won a lot many hearts with the Asia Cup for India, where she was the mainstay with the bat and the ball. "I have loved cricket –particularly watching Tendulkar play", she says of her initiation into cricket.

Her father, Dickeshwashankar, though would have preferred her taking to hockey – the sport that he played with élan for Chennai Port Trust – even managing to play along side legends like Samiullah ofPakistan. "I am happy that she has reached where she is – and hope she goes the whole hog", he says of his daughter.Practising six hours a day is not a joke – particularly if you are in Class XII – "The school has been extremely cooperative", she gushes ofthe help that Church Park have been extending her. "Batting, bowling,fielding, gym exercises are some of the things that I do on a daily basis", she explains, as though she has missed out something. But when all this hard work pays off in the end, as it has forThirushkamini, it is all worth it."I had no problems adjusting to the India seniors team", she declares with the confidence of someone who has played for donkey's years in the Indian team a la Sachin Tendulkar. "The seniors were very helping and gave me important tips on the ground", she adds. She seems to be entirely happy with her performance so far, though the run out in an Asia Cup still rankles her. "The ball ricocheted off the bowlers fingers to the stumps – that is the most unfortunate of all", she says.

True words of a cricketer who is hungry for runs."She has shown tremendous application and is very talented – in fact much more talented than legendary women cricketers", informs SudhaShah, the coach of the Indian women's team. "She has the potential and the hard work she puts in will definitely take her places, and her performance in the Asia Cup was simply superb for anyone, leave alone a debutant", gushes Shah.It is now time for the women's cricketing world to sit up and take notice – and this sounds double ominous for them – Thirushkamini's sister Sugaragamini is already an accomplished player in the sub junior ranks, and waiting in the wings, literally. It would be a deadly combination to unleash if both sisters play to their fullest potential. May be then, they will emerge as the Sachin Tendulkars of women's cricket.

SANDEEP SYAL

Golfers are like Diamonds in this country. A rare commodity. So, in a land where professional golf has no moorings, where only a couple of Indians have won tournaments outside the borders, when somebody wins a tournament abroad, it’s great news. But when somebody equals a world record, then it’s really a stunning achievement. But 22 year old Chennaiite, Sandeep Syal does not think too much of his record of equaling eight consecutive birdies during a tournament last week in Chennai. “It’s a nice feeling, though I never really thought about it when I shot the birdies,” Syal brushes away. That record helped Syal to finish third in that tournament. Got hooked to the sport as a nine year old on the greens of the Kodaikanal Golf Club, Syal’s journey, thirteen years later, as the latest player in the world of competitive golf has reached the crossroads. “As a junior, I had played in the junior Asia Pacific tournaments and for the Ohio State University where I studied my management degree,” informs Syal. That experience then comes handy for him, now as a professional on the Professional Golf Association of India(PGAI) circuit.

The fast changing golfing scenario in Chennai is also one of his reasons to turn pro. “In the last ten years, Golf in Chennai has grown a lot,” says Syal. “With over 20 events spread across the country, the PGAI tour gives the much needed competition, as I get to play with the top pros of the country,” he feels. In a sport so desperately cruel, where a swing a few millimeters crooked, mean a shot gone awry, a tournament lost, Syal has the talent to go far and the world record is a proof of his uncommon resolve. When he plays, his swing is an act of beauty, his putting very sure. “But all this can change in just one bad round, or one bad shot. You will be choked by the fury of your own imperfection. But the sport demands that you forget and move on,” explains Syal. He is moving on, practicing hard to make it big at the Asian PGA tournament that is happening January next. “That will be my first cut. All my peers like Jeev Milka Singh, Jyoti Randhawa and Arjun Atwal went to Europe only after succeeding in the Asian PGA level,” says Syal who admires Tiger Woods and Vijay Singh. “Tiger is a phenom, and they do not happen every year. He is more like the Tendulkar of cricket,” he says. For Syal who feels Chennai could do with a couple of public courses, since the available two are open only to members of the clubs which own the courses, the Delhi course has proved the biggest challenge so far. “The fairways are narrow, and one miss and you are in the jungle,” feels Syal.

Contrary to what a commoner may think of the sport and the fitness levels the sport demands, Syal informs that one needs to be physically as well as mentally strong to be at the top of the sport. “I have lost over 12 kgs over the last year,” he reveals. Swimming and hitting balls on the course are his ways to keep fit and he practices for 4 hours every day.

But the mental game is tougher. Of all the sport, it is the most solitary, a lonely expedition of 18 holes, each shot an examination of character, for you play not an opponent, you play against yourself. And against a course, inanimate grass and trees to you, but with its water, wind, sand, rough, for the golfer it is alive, a beast that is forever challenging. Listen to Syal. “You play your desire, your mind. It’s fantastic,” and it is now very clear that he is hooked to the sport.

SRINATH - CHAMPION IN THE MAKING

Train journeys are of many types. The ordinary ones that don’t interest a regular traveler, the special ones for first timers like kids and the ones that make legends. It was an ordinary train journey from Mumbai to Chennai that a young kid was denied a chance to play a game of chess by his elder cousins. It was on that day that he resolved to learn the game and beat the elder cousins at their own game.

He learnt chess and beat not only his elder cousins- on the way he’s picked up quite a few laurels. N Srinath, India’s youngest FIDE Master for quite some time has also defeated many higher ranked players and is now the reigning world u-12 chess champion. “I was really releived to take the pressure off my back,” admits Srinath of his campaign for the championship.
Pacing around the hall, after he lost his last round tie to a Filipino player, he had to await results of the other boards before the crown was his. “This is probably result of his lack of fitness,” confesses C L Narayanan, his father who has spared no efforts in bringing him this far. When asked about the times spent on physical exercises Srinath nonchalantly spreads out his palms as if to indicate five minutes. No wonder then he has often struggled in the last couple of rounds any tournament including the Asian Youth Championships in Calicut a couple of years ago where the title was his had he not lost the last two rounds. “This is one area he needs to work on,” says his coach Mari Arul, who is a renowned player himself.There sure must be some strengths also which have brought Srinath to where he is today. “Tactically brilliant, very calculative and a very fast player,” shoots Mari Arul. “He also needs to probably tune up his end games,” adds Arul. “Sky high confidence which he possess is definitely an added advantage,” feels Narayanan.

He has been through all extremes like a school that wouldn’t give him time off to play tournaments, to a school that will never allow him to school, instead ask him to play only chess till he changed over to a right school and found a right balance. This change has helped him take his ELO rating pass the 2100 point mark- he should end up at around 2200 at the end of the year.

It is not everyday that Viswanathan Anand calls up somebody twice. To congratulate him and to say he liked his games at the world championships. When Srinath was not home to receive the call, Anand promptly called him second time to wish him well.

If this is what a train journey can do to a determined kid, the ranks of two elder cousins of Srinath will only swell in the near future. And so will India’s list of world beaters.

FAIRY QUEEN

It has been a Heritage High of sorts for Southern Railway over the last few months, what with the UNESCO status for Nilgiri Mountain Railway, the renovation of Royapuram Railway station, and now the Fairy Queen making an appearance in Chennai.

For the uninitiated, the Fairy Queen is the oldest working Steam Locomotive in the world, and in entered in the Guinneess Book for this feat. Originally manufactured by M/s Kitson, Thomson & Hewitson, it was built in the year 1855, a full century and a half ago. Commissioned and operating the mail trains in the Howrah Ranigunj section of the then East India Railway, it has the now famous road number EIR 22. It was decommissioned after a prestigious service in 1909.

Later, it found itself plinthed at various locations, ending up at the National Rail Museum at New Delhi . It was restored to working order and was the pride of the Museum upto 1996, when Indian Railways decided to explore the possibility of using the engine for Heritage Runs.

"The Premabur Loco Works was given the pride of resurrecting the loco to work the main lines", informs S Rangarajan, Chief Workshop Manager, Perambur Loco Works. "The Fairy Queen has been coming to us every two years for Periodic Overhauls", he added. This is the fourth such overhaul, and this is probably the most comprehensive, since the renovation in 1997.

THE TRIAL RUN

"The overhaul this time around is the equivalent of an Open Heart Surgery", quips R Parimalakumar, Assistant Works Manager, Perambur Loco Works. "All the tubes in the boiler were removed and replaced", he informs, making the tough job look easy. The trail run itself was delayed by small hitches along the way as the Queen made its way out on the tracks of the workshop.

We also had to wait for the main line clearance, since the Queen was to blaze a smoky trail through the Chennai Tiruvallur main line for a small distance. Frequent water filling for the loco added to the delays, though arrangements were made for tankers of water.

One could not help feeling the goosepimples as the Queen made its way on the tracks from Perambur Loco works to Villivakkam and beyond to Anna Nagar. "This has been a wonderful experience", said a Railway Official, who was inspecting the Trial Run. The pick up was good, and the Queen would stand the tough test on the Heritage run from Delhi to Alwar, which is slated to recommence shortly.

The whistle of the Queen was as good as one could get in the good old days of the Steam era. As the train chugged – it feels nice to use this word instead of 'pulled' as in the case of new gen locomotives – the distinct chuk buk sound was music to the ears. The flying dust of coal, water droplets all added to the thrill – though we ended up with our clothes soiled. As we waited for the signal clearance at Villivakkam, the eager crowds were all looking around awestruck. We soon left Villivakkam, after filling up water, and reached Anna Nagar a few minutes later.

As the Fairy Queen leaves Chennai after a well deserved rest and rejuvenation, to its rostered duties of hauling the Steam Heritage Run from Delhi to Alwar on weekends, the proudest people will be the Heritage conscious Officers and staff of the Southern Railway – who have done the unimaginable, first resurrected a locomotive that was lying unused for close to ninety years – and then maintaining it. Long live the Fairy Queen!

ON STEEL TO STEEL : A PROLOGUE TO ROLLING CURVES TO RAULI

The actual trip report will be up on www.irfca.org in a couple of days, and is being done by Ranganath Eunny. This will also be up on this site shortly.

For more technical information about wagons, coaches, and railway stuff, please visit www.irfca.org. You will find answers to anything about railways that appear in this trip report.

It was a terse message on my mobile from Ranga of the Duvvada South Cabin fame – Tkts booked for 1VK on 5th February. Coming as it did in the thick of the IRFCA Convention arrangements during the last week of Dec, I think, I did not give much thought to it. I could only postpone asking Ranga – as it were, we met on a Sunday at Ranga’s place over Uppuma –the same meeting described in the mas2007.wordpress.com blog. There were a few others and everyone else seemed to know what it meant for a railfan to be booked on that train. I was surprised that so many others were interested in making a trip on that line – to the extent the six tickets were booked immediately on the IRCTC website then and there. It is another matter that two of them – Poochi and Gowri could not eventually make it – lifting the initial sheen off the trip, that will more aptly be described by Ranga in his portion of the combined trip report – something that I think is the first time being attempted. Bharath Moro is the coordinator, editor, dandamaster all rolled into one for the railfan’s interface with the trippers.

I will restrict myself to the preparatory part of the actual trip on the 1VK. The trip from MAS – VSKP and back to MAS. I chose to begin in the reverse – this time for thanksgiving. A big thanks to all those who made this trip possible – VSP, Ranga, Bharath. Also to all those who made this trip with me – Swaminathan a loco expert, Seshadri fondly known as Chechu – a doorplater nonpareil at 65 years of age and Karthik Nagarajan, our accountant for the trip portion dealt with here.

On the 3rd Feb 2007, our rendezvous was at the RRI cabin at MAS – Karthik who was dying to see this firsthand for the last one year or so finally had his date – and was there already when I was ready to leave home. We quickly met up at MAS, and the Karthik’s face lit up on entering the room – his face said it all. Chechu joined us at about 22.15, and the doctor (Swaminathan) would be meeting us at the coach.

It was a day that was very hectic for the SMs in the cabin – particularly since BBQ Trip Shed had no spare locos on hand. Why we would never know, but the instructions were to use the Brindavan Loco for 2657 MAS SBC Mail, and the first available P4 of either Shatabdi or the Kovai for our train. In fact, an earlier P4 was given to the Yercaud, and Cheran probably had a P1. All this meant more shunting work and the SMs were busy and harried shouting orders over the mike and the walkie talkie to the shunters / pointsmen etc. We had a good cup of coffee ourselves at a tea stall outside, brought a few flask of coffee and some biscuits for the staff at the RRI and left after the 2657 mail left us.

Up in the coach, Swaminthan had conjured a small magic. He had a printout of all stations on the routes we were doing – MAS/VSKP VSKP/JYP KRPU/RGDA RGDA/VSKP and VSKP/MAS. Very impressive what with the chart showing the gradients and the altitudes of the stations on the KK line. We left sharp at 23.35 as we received an SMS from Simon – Signal cleared.

Winding our way out, we saw the lines at KOK that come in from VPY and WST converge into the mainline, and we picked up speed. We were chatting for some time and it was time to sleep. Sleep we did, but fitfully. The coach – 01269 was oscillating like wild – some problem with the coach or the suspension it seemed. For, it seemed to bear some threshold and started the wild lateral movements once the speed was crossed. It made for some uncomfortable sleep. The moment the train hit the brakes into GDR – we were up – Karthik and I. We were 10 mts early at GDR – 0143 against the arrival of 0153, and left on time at 0155. A cup of platform coffee and a small chat with the TTE, who casually advised to smoke in the loo – if we were smokers. This was the hint that we required –that someone who really cared was around when we broke the law. A couple of smoking WDM2s were later spotted by trainwatchers on the two loos on the coach very often.

I did not sleep till Nellore, where too we arrived and left on time. We passed a station at high speed at around 0335, and from the limited Telugu I could decipher I concluded that it was Ongole. Hit off an SMS to Bharath, who was just arriving into BZA that we had passed OGL. This was a clear faux pas as I could later realize – we stopped at OGL for two minutes – a scheduled halt –though we were 10 mts late, leaving only at 0400. Said a sorry to Bharath –and also asked him to pick up a pack of Cigarettes at BZA as he waited for us. I got a prompt reply, and then went to sleep – or whatever sleep I could catch. Luckily, I could catch some sleep and was just hazy as we stopped and started at Chirala, Bapatla and Tenali. At Tenali, I decided not to be hazy anymore, and went out to brush and complete the morning schedule. We were leaving Tenali by 0525, late by 15 mts., but we had an hour to the schedule to reach BZA. The Krishna River was wonderful with water hitting off the moonlight on our coaches. A great sight indeed! We hit BZA at 0600 to the sounds of Kaapi….Kappi…..Chaaaaaya……Kaapi. Bharath sent word thru his mobile that he was near the loco – ah the wonderful ED P4 22219 that would take us thru to VSKP. A coffee downed, we then settled in our coaches as the train left at 0635, right on schedule. We alternated between high speed and some moderate speeds and slow downs for cautions etc., and we reached Eluru on time. Hard Idlies, cold Vadas followed for what was a fairly expensive Breakfast considering the quality and the quantity that was on offer. Downed with a cup of coffee, however, that was a good energizer for the rest of the day. Intermittently we went into the loo to have a smoke and emerged out cautiously – hoping that we would not be caught out J. We were a again 10 mts late leaving Tadepalligudem at 0810, leaving Nidadavolu at 0828. A few minutes later we passed Kovvur – the station which was on a curve with the main line signal dangling from the OHE mast’s crosslink. Unique it was and we had seen pics – now it was time to see the real one. Here’s the link to that picture taken some time ago:

http://www.irfca.org/gallery/Stations/signals/signalOnCatnery.JPG.html

A good shot by PVS Praveen, who would join us later at VSKP. This was the signal that sent us shooting thru Kovvur towards RJY. We left RJY at 0916 arriving there at 0902, some time before we were scheduled to. A great run and followed for the next hour or so, and we left Samalkot about 1002, late by six minutes inspite of the run. At Annavaram we had another cup of coffee as we still maintained the delay of six minutes. The delay had increased to 16 minutes by the time we left Tuni at 1055 and had come down to 10 minutes again at Anakapalle, which we left at 1046. Passing gingerly through three stations, we came to the door – three of us – as Chechu had proprietory control over one of the doors right through – to wave at Ranga, at his favourite RF spot. As luck would have it for us – not for Ranga, we came to a dead halt at Duvvada at 1208. Not so good for Ranga –he had to run all the way for about 100 mts and reached us only when he was out of breath. Neatly turned out in a wonderful Naamam – the Iyengar’s trademark, it happened to be his birthday as we later learned. We left DVD at 1219, and made it through Gopalpatnam cabin at 1235 and arrived VSKP 1250, 10 mts ahead of schedule.

This is where VSP asked us in true style of an advertisement : Are you ready for the magic? Yes, the Retiring room was allotted to us, later we also had three dorm beds, freshened up, had a great lunch at Tailasila Hotel and were ready to leave for Duvvada – to wish Ranga personally. VSP’s magic deserted him-the 1705 Passenger left only at 1805. We got off into DVD, crossed over into the town in the WDM2 that belongs to Ranga’s father – a million thanks are due to him for ensuring that we were not stuck up anywhere – even in by our standards remote Jeypore or Koraput – Bharath and Ranga are dealing with that part elsewhere. Wonderful snacks that actually ended up as dinner and a darshan at a temple nearby and we came back to VSKP to rest ourselves for the night.

PVS Praveen landed at the earthly hour of around 0330, rested for a while, and it was time for us to get up and leave for JYP.

The return by Coromandel was a disaster, considering some facts. The coach was a rundown 908280 – the cushion had sagged so much into the berths, that the wooden frame was actually pinching our bottoms. Coro arrived 0400 – 20 mts ahead, and left 0446, six mts late. We hit RJY 0746and left 0750, passing Bharath at Annavaram in the East Coast Express.

The worst comment is for the Pantry Car. I had thought that the Pantry was good –given the inputs I had about Gitanjali’s PC. I now regret the thought. The cutlets were half cooked, the omelettes were worse, the bread dry and crusty. The waiters were nasty to say the least – they would just plonk themselves on any available seat for 10 mts or so and then head back to the PC. At least on three trips during the day I saw a waiter sitting in our S4, and not going on inspite of having stock. Orders for lunch were taken before RJY – a terse shout “Lunch order”. Any enquiry was met with no answer or with a stare. I could not decide for the others and asked the waiter for minute. “Nahi hoga – agar order nahi diya lunch nahi milega”, so he said and walked off. I have never seen a man like this in my life. The joke was that all veg meals packets were sold as “Extra Veg Lunch”. Wonder why they behaved so badly if you could have at least a hundred meals to sell for those who haven’t booked them L

The real tragedy of the trip was the BZA stop. We were on line for at least a 30 minute entry into BZA. But late clearances on the last four stations meant that we were stopping at Gannavaram, Mustabada and Gundala for at least three to four minutes before being started. This meant that some slowcoach was ahead of us, and the controller did not clear us for passage. I later learnt from the guard that the Kakinada Manmad Exp was the culprit. The start at Gundala came to a halt at the Vijayawada North Cabin where the line to Gudivada joins us. We halted there for 20 mts to allow the Kakinada – somewhere Pass to enter into BZA ahead of us. Then at the home signal of BZA, we had a halt of another 10mts. All this meant that we hit BZA only at around 1100, instead of the scheduled 1020. I am well aware of the RRI cabin pressure, the cross movements that hold up trains, the controllers’ capers sometimes – but this one took the cake – 1 hr 17mts for the last 24 kms – no wonder even this slack seems to be tiny. Bharath also seemed to reach us 5 mts later than us on his East Coast Express.

The lunch we packed at BZA from the private caterer was very good – only they had no spoons. We were given ice cream spoons for biryanis and full mealsJ. The evening snack of Samosa with some kind of a cross between a sauce, chutney and imli water deserved its rightful place – the refuse bin. The earlier they hand this over to a contractor of the stature of at least the 2163/64 the better. We’d be better off packing our meals either from home or from reputed restaurants before we leave. Leaving BZA at 1120, we eventually arrived at MAS at 1800 hrs – having not lost further time. We saw a few people hauled up by the RPF for smoking – and we decided to tuck in our tails and remain silent. In any case, we had no stock of sticks. On the way we espied a variety of locos – a couple of G9s and many Barbie dolls.

Out at MAS, we walked out of the rear end the Wall Tax Road Parcel Office end- just to avoid the long walk to the front of the rake. This is why we did not note the loco number that hauled us from VSKP. It did a great job, and would have been lucky to get us in time – the BZA guys screwed us so hard, that the loco was destined to its fate. We were off to a tea shop for a good tea, and a well deserved cigarette. I took an auto home and headed off to wash the grime and dust off myself. Doctor dropped off Karthik and Chechu at convenient spots and headed home.

BTW, here are some facts about VSKP, thanks fully to Ranganath, the guardian angel at Duvvada South Cabin. I have done only a cut and paste job on this:

1. VSKP is the craziest station in IR. It carries the word Junction without actually being one!

2. All movements happen on one side of the station: the north end, including arrivals, departures, loco arrival from Diesel and Electric sheds and trip sheds, shunting of rakes and swithcing of tracks by locos. Even RRI could not fully automate the entry and egress and trains still have to stop at home signal for clearance. Unlike other terminii, this pseudo terminus has no additional slow lines or dedicated loco and rake yard lines. It is the only station at which all trains (barring the few new bypassing ones) have to reuse the same stretch for about 6 Km for arrival and departure.

3. Duvvada also is a crazy station where the station building is islanded between two sets of tracks. An overbridge meant for pedestrians and also two and three wheelers connects the station building to the main road.

4. VSKP had loco sheds for all three types of traction operating at the same time upto a few years ago. Electric Loco shed came up earlier than Diesel Loco Shed!

5. VSKP has the largest ELS with more than 200 locos and also one of the largest DLS with 110 locos. Its combined loco might is more than 300. It is the only home of the WAG 6 locos.

6. VSKP had the unique distinction of having an electric loco shed without one km of trunk line electrification. KK Line was the only dedicated electric freight corridor in India for many years. Before electrification of the trunk section, Kirandul passenger always departed with a dead WAG 5 behind a WDM2a. The WAG 5 was energised at Kothavalasa where ther diesel loco disengaged.

7. VSKP has 4 major goods yards and apart from a marshall yard: Port, HPCL, KK Line and Vizag Steel have their own big yards.

8. VSKP is a blue chip freight haven with a major Steel Plant, a major Power Plant, a huge oil Refinery, and a vibrant seaport and other industries. It is a haven of all types of Wagons from BOBYN to the elusive BTAP Alumina tankers.

9. Thanks to its industries, VSKP area has the largest concentration of WDS6 shunters. VSKP station, Vizag Port, Vizag Steel and HPCL together hold upto 60 WDS6 shunters. Vizag Steel and Vizag Port have their own loco shed and complete overhaul facilities for all their shunters. They do not depend on the DLS.

10. VSKP area's freight line criss-crossings showcase the freight-centric nature of IR. While the passenger trains have to share the same set of tracks for arrival and departure, Vizag port, Vizag Steel, NTPC and HPCL have their own dedicated freight lines.

11. KK line is a misnomer. It stands for Kothavalasa-Kirandul Line. In real, Kothavalasa is not the end or beginning. KK line is one of the most self indulging and"selfish" rail corridors in the country. The real KK line starts from Kirandul and runs all the way with dedicated tracks and wiring all the way till the Vizag port where it ends in what is called an Exchange Yard. This is a multiple line yard where all electric locos disengage and the rakes are taken into the ore handling complex by the WDS 6 shunters of Vizag port. The lines continue after the Ore Handling Complex into a wide yard ending by the waterline. this yard is called the Empties Yard where the wagons emptied of iron ore roll down to be reconstituted and returned to the mines of Bastar.

12. Gopalpatnam has an automated control cabin but no station exists here.

13. Simhachalam North is the name of a station just outside VSKP. It has two cabins named Simhachalam North North cabin and Simhachalam North South Cabin. Simhachalam North, Gopalapatnam and Duvvada form a triangle of one of the most confusing array of crisscrossing frieght lines. KK line despite being 'self indulgent' manages to connect to each of these, including towards VSKP, towards VSKP marshall Yard, to the port, its own yard, to Chennai line, to Howrah line and finally to vizag Steel Plant.

14. Vizag port had its own NG steam railway until 1987.

15. Waltair Division has another distinction : Some years ago, it hosted a steam hauled NG train running on the plains (Parlakhimidi Light Railway from Naupada to Gunupur) and at ther same time electric headed broad gauge trains running into the ghats upto 1000 metres above sea level.

16. Waltair also has the distinction of having two ghat railways: the KK Line and the KR line. that together have 90 tunnels (KK Line: 52 and KR Line: 38)

17. The southernmost point of ECoR is not Duvvada as the board outside Duvvada proclaims. Geogrqaphically, it is the NTPC Simhadri further south that is the southernmost tip of ECor. The dedicated line to NTPC and the SCR line from Duvvada run parallel for a few kilometers.


It was a great trip, and my first in a group exclusively for railfanning. Looking forward to the next trip whenever it happens.

Thanks for the reading.