Your train, our train and my train

The excitement on the evening prior to a long, unadulterated, pure railfanning trip was unmistakable. I completed my work early in office and headed home to finish dinner, have a short nap before waking up at 2330h to board the taxi I had booked.

I was going through the plan as I rode my scooter home – I will board 16320 Banaswadi (on that Friday – Jan. 24, 2020, originating from Krishnarajapuram KJM) – Kochuveli Humsafar Exp (HS) from Coimbatore Jn (CBE) to Kollam Jn (QLN), Aswath boarding at KJM. We will take 16381 Jayanti Janata Exp (JJ) to Kanniyakumari (CAPE). Then take 12634 Kanniyakumari Exp (KK) from Kanniyakumari to Tirunelveli Jn (TEN). Then take 16791 Palaruvi Exp from Tirunelveli Jn to Kollam Jn. The next day, take 16102 Chennai Exp from Kollam Jn to Tiruchchirappalli Jn (TPJ), while Aswath will get down at Madurai Jn to catch 17236 Exp to Bengaluru, I will take 16615 Chemmozhi Exp from Tiruchchirappalli Jn to Coimbatore Jn.

Two changes were necessitated prior to actual day of travel as Aswath had to relocate from Bengaluru to Chennai. So, he got himself a ticket in 22207 Chennai – Thiruvananthapuram AC Super Exp (Super AC) for the Down trip and 12654 Rockfort Exp from Tiruchchirappalli Jn to Chennai. So, both the trains that we were planning to take for our onward journeys have to finish their ‘tomorrows’ of JJ Exp before reaching Kollam Jn.

Many of us would have faced this – the heart-in-the-mouth moment when you get a call from that friend who is supposed to join you for a long RF trip like this one. I was no exception, when I received a call from Aswath at 2 PM on Friday. Yes, you have guessed it right. He dropped the expected bomb shell that he was still in office while his train would have already got packed in one of the platforms at Chennai Central (dep 1625h). I told him, “Please give me the next phone call at 1630 to say you are in the train” and cut the call without allowing him to talk anything more! He promptly messaged me that he was on-board by 1615h. Relief!

Back to me driving my scooter in the lesser-than-usual-traffic of Thudiyalur Road… I haven’t packed my stuff yet, as the trip was 3N 2D only – not much will be required. The plan for the nap got spoiled as Aswath demanded that I come to CBE station at 2300h, say ‘Hi’ to him and then board my train – this was the penalty for being so big-brother-ish during the 2 PM call. I had no other choice but to budge.

I told him, “So maapla, you want me to see you in your train, then see our train and then board my train!”

My flatmate Ram offered to drop me at the station – so I cancelled by taxi booking and started at 2115 to enable him return home early.

Coimbatore Jn

CBE is very active at this part of the day, rather night with continuous arrivals and departures on both directions (Erode/ Palakkad). I stepped in when 42 Up Alappuzha Exp was entering the platform (3). Its departure was shortly followed by 74 Up Cheran Exp from PF4. 79 Dn Intercity Exp from Chennai sneaked into PF1. All along, I was checking with Aswath on his ‘tomorrow’ of Super AC over JJ Exp both running BT. He confirmed it finally happened at Kettandappatti, one station before Jolarpet Jn. His train was ‘trolled’ (word used with due acknowledgements to the new gen YT Railfans) by 12695 TVC Daily SF Exp at Tiruppur because of which, an otherwise all-the-way BT run got affected. Finally, the trolled trolled the troller at Peelamedu. He confirmed that it was a treat to watch the overtake as PLMD also has a platform for the mainline. 25 Dn Island Express (CAPE-SBC) soon came and went (PF4), while 12682 Weekly Exp to Chennai was brought to PF3. PF2 was occupied by the empty rake of Passenger from Pollachi Jn, which sleeps there overnight.

AC Super (‘Your Train’) soon arrived behind a white horse into PF1 – this train could easily be the clear winner for the heaviest train running in IR as of date. Met Aswath and asked him to remember getting down at QLN as it was only ~4h worth of sleep for him.

12695 soon got handled through PF1. 12682 departed from PF3, soon followed by 16528 Cannanore – YPR Exp with diesel multi and 20 Mail through the same PF. JJ Exp, the ‘Our Train’, was received in PF1. With some hopes of getting a good coach for the next day travel, I walked to S5 – Alas! It was a worn down 1996 make coach with paint peeling off and that old world look washing out all hopes inside me for a comfortable travel.

16616 Chemmozhi Exp got WAP-1 + WDP-4D combo for its trip towards TPJ (PF4). 16315 MYS – KCVL Exp soon came to PF1. Interestingly enough, the Public Announcement System (PAS) at CBE still announces 16381 as ‘Jayanti Janata Express’ and ironically enough, Mysuru was not updated for 16315/6.

Humsafar Exp

‘My Train’, for my first ever travel in a Humsafar train, arrived a 0110h. I got into B7 after taking a customary selfie. Courtesy IRCTC charts, I was able to see that my Lower Berth was occupied till CBE – there will not be any unnecessary fight to gain my LB my right! However, I had to wake up the attendant in the next coach B8 to get the linen replaced – he agreed to. To my shock, he had apparently slept the minute I crossed the vestibule. I had to wake him up again after 10 minutes – and to my shock again, he was like he was hearing it afresh!! I was awake till the train reached the trunk line again at Podanur Jn. The next moment I remembered was waking up with heavy eyes while the train had halted at Ernakulam North station at 0430h. Lot of commotion as there were a lot of people getting down. I would certainly rate the comfort of the berths, the toilet, the washbasin and the toilet fittings as far ahead in terms of quality – it was worth paying a slight premium over the regular 3A fare. Add to that the display boards inside the coaches that were providing interesting updates on where the train was. I slept again, to be woken up at Kottayam. I stayed awake till the train crossed the two tunnels after KTYM. With a disturbed sleep, I got up at Chingavanam, where my train was looped for a crossing with a multi passenger towards ERS.

It was broad daylight by the time my train halted at Chengannur, the third of the ‘Fabulous Four’. I decided to do door plating as the air was chill and the weather perfect for standing in the door. I got in at Kayankulam Jn. Soon, Perumon bridge over the Ashtamudi lake arrived, signalling the ‘landing approach’ to Kollam Jn. We rolled into mainline PF1, Aswath duly waiting near where my B7 would land.

JJ Exp

We finished our breakfast in the VLR stall in PF1. A plate of Idly, Dosai and Vadai, with watery sambar and a white liquid with zero viscosity labelled as chutney. Koyilaan, koyilOn, Quill-on, Kollam – all combinations were available in the PAS. Soon 81 Dn JJ Exp was announced. We boarded the S5 that I had spotted the night before. Both Lower Berths/ Windows on the Western side. This train can be awarded the ‘Queen of TT Slack’ – ample buffer at all major junctions and at zonal/ divisional hand over points. We had a leisurely run from QLN to Kochuveli, where we were asked to wait for sometime before admitted into TVC. Not much to note down except for an impressive crossing with a revving WDP-4D hauled KeSK Express and the numerous puzhas and kayals that dotted the entire stretch. There were a lot of places where we could see the Western Sea. 

Equally, we both were engrossed in our discussions on astrology. I have not covered the stretch South of TVC by train – so I was excited when the train departed TVC. The speed was not certainly at par with the run from QLN. Soon the first of the five tunnels surfaced.

It was a slow run through. I had my mobile popped out of the window to take a video – the sun was starting to be a bit harsh on my hands. The only saving grace was the cool wind that was blowing even as late as 10 AM (it was like that for the entire two full days – we didn’t feel sultry at all despite the bright sunshine and heat).

We got looped at Neyyattinkara as expected, for the crossing with 16723 Anantapuri Express. It was after a long wait that that gentleman showed his face. He got the starter first as the block ahead of him was already free, while we had to wait a bit longer to get ours. Neyyar was in full flow. 25 Dn Island Exp (16525) was waiting in the loop at Parassala. KL-TN border was crossed along an aqueduct (one of the many we can spot enroute) followed by the balance tunnels, one-by-one. We soon reached Kuzhithurai and spotted the short-terminated Punalur-CAPE Passenger standing in the loop. Our train was vechi-senjified (‘held for a long time and surgery done’) for almost 30-45 minutes. It felt even longer with the hunger pangs inside us shouting louder than our loco’s horns. After the terrible wait, we got the clearance, rolled slowly like a road-roller and reached Nagercoil Jn PF1. Surprisingly, the starter was given sooner than expected and we were despatched into the branch line to CAPE. The 15 km run was brisk. We reached CAPE in less than 30m.

An inquiry for a retiring room revealed that there are cheaper ‘AC Huts’ available for Rs. 150. We chose one and settled down to leave our bags and head for lunch. These are a series of 6x8 rooms with a fan, AC, cot, a small stool and a bigger ledge to keep our bags, on either side of a narrow passage. It had three common bathrooms – all were maintained well. The AC was also very good considering we were the only occupants in those 10 huts put together.

Cape Comorin

Kumari Munai or Cape Comorin are alternative names of the Land’s End at Kanniyakumari town, the name which is crushed like a butter murukku inside one’s mouth by PAS to announce it as Kanyaakumaari (or worse Kanyaa Umaari at QLN). I strongly recommend borrowing relevant audio clips of station names from the native speakers and use them in the stations along, so that we have consistency. Google Akkaa showed us a Marwadi Bhojanalaya when I asked her for Pyoor Veg restaurants nearby – the picture of their Rajasthani thali meal was inviting! I wouldn’t call it as delicious – it was reasonable for a typical thali meal. Their Chaas was tasting like amrutam from heaven though. We spent the next two hours at the Land’s End, doing nothing other than sitting on the parapet wall and allowing the occasional bigger waves to spray some salt water on us. The session was wrapped up at 1530h and we walked back to station.

KK Exp

Depending on loyalties, the term KK could mean Karnataka-Kerala Express or Kanniyakumari Express. I don’t intend to hurt the feelings of the fans of 127/ 128 KK Exp. Our KK Exp was headed by DMW made WAP-7 #39002 RPM, packed in PF1. We had two Side Upper berths with rear facing windows on the Western side. The run to NCJ was sedate. We soon discovered the wheel flange squeal capability of our rake soon after we left NCJ – the sharp right turn our train took let out squeals that could literally be heard even a km away!

With the setting sun behind the mighty Western Ghats, the view on the left side of the direction of travel was beyond words. With each hill that appeared in the farther distance, with each windmill that cropped out of nowhere, with each random pond spotted, the beauty of this region was only on an increasing trend.

After a brief scheduled halt at Valliyur and a brisk run, the spotting of a tall temple tower announced we were near Nanguneri (Vaanamaamalai, for staunch Iyengar folks). With a namaskaram from the mind and heart to the mighty Thothadrinatha Swamy, I was looking forward to the city that prefixes ‘Yelaei’ to each sentence said – yes, Tirunelveli it is.

A WDM-2 hauled passenger was heading towards Tiruchendur, while our train was negotiating the sharp left turn at Melapalayam to cross the Tamrabharani river. We were admitted into PF1 with the train happily acknowledging the curves and points with its wheel flange squeal. We reached 10m BT at 1850, tracing yet another untravelled section. With almost 4h at our disposal, we decided to head to the town to have darshan of Nellaiappar and Kantimati Ambal.

Nellai

One of the famous quotes of DMK leader M. Karunanidhi was “Nellai enakku ellai. Kumari eppodhum thollai”. It meant Nellai (Tirunelveli) is his (southern) limit, Kumari is always a problem (as it was a bastion of Congress and CPM). We have now entered the good-hearted Nellai from the troublesome Kumari :)

We took a bus and got dropped right in front of the main entrance of the temple. Lucky enough for me, the Iruttu Kadai was still open at 1930h. I managed to get through the mad rush and buy adequate parcels of the Tirunelveli Halwa and a couple of loose ones wrapped in plantain leaf for eating there. We had a peaceful and wonderful darshan of both Nellaiappar and Kantimati Ambal, along with another peaceful darshan of the Nataraja swamy of Thaamrasabhai. Had dinner in Nellai Saravana Bhava opposite the temple – it was better than average and tasty. A bus back to Junction and we were in PF3 shortly.

Palaruvi Exp

Remember my recommendation elsewhere in this trip report on sourcing native audio clips for station names? I will take it back now – courtesy: the announcement of names of Tenkasi, Punalur, Kollam and Ernakulam by the lady who was announcing the departure of Palaruvi Exp. I don’t have any more to say!

Palaruvi Exp did not have any reserved coaches in consist, as of the date of freezing our plan. These were since announced later – so I booked tickets on the first day of its announcement. Happy to say  that I was the first one to book a reserved ticket in this train – some small piece of self-advertisement that I can do without feeling shy for boasting myself!!

The train had a WDG-3A from GOC running LHF. Our coach was in the middle of the consist. The train rolled out at 2245h sharp. Yet another untravelled section for me. I was a bit tired with lack of proper sleep the night before – so decided to hit the berth early. I was doing passive railfanning all along till Tenkasi Jn, by which I decided to get sleep proper. I got up briefly (just rolled over to my stomach and peeped out of the Lower Berth window) to see the platforms at Sengottai and Punalur. The next thing I remember was Aswath waking me up as we were nearing Kollam Jn. We reached QLN at 0445h – spotted a hotel opposite the station, booked an AC room and hit the bed for a session of sound sleep.

I got up at 8 AM, refreshed myself and as usual asked Google Akkaa to suggest a Pyoor Veg restaurant nearby – she gave me a suggestion less than a km away. We decided to walk as it would kindle our brisk energy inside us and make us feel hungry as well. The breakfast was very good – dosai and poori with a coffee to wrap up. On the way back to the hotel, we spotted a super squeaky LHB rake of Mumbai bound Netravati Exp crossing an LC which was right in the middle of the sharp and huge C curve that this train had to negotiate to reach the Junction. With a few hours at our disposal, I ventured into another round of sleep till 11 AM.

Kollam Mail

16102 Exp to Chennai is no doubt the BG avataram of the famous 106 Up Quilon Mail of the MG days (it was running till TVC for some time in the interim). With a leisurely departure of just a few minutes before noon, this train was not occupied till it reached TSI. This was the most awaited stretch of my travel plan as we will be climbing the ghats from Punalur to Aryankavu and descending it from Aryankavu to SCT (agreed, I travelled in the same section the night before, but it did not involve any sightseeing). Based on the up gradient on both directions, banker locomotives are attached for trains at both ends of the ghat (PUU and SCT).

The train had a leisurely run till Punalur, where another AEB fitted WDG-3A from GOC was attached as our banker. It was 1300h by the time we were at PUU, with another 2.5h of run through the ghats before we strike gold, oops, any shop that sells food for lunch. Incidentally, the heavy breakfast that we had, came in handy – we were ok to wait. The ascent was steep as PUU was much lower in altitude than how SCT was compared to Aryankavu. The first two of the six tunnels came before Tenmala.

The view of the valley on the Southern side was awesome. I am sure it would be even better just post monsoon. Please hold on to the doors on the right side facing direction of travel if you are coming from PUU (and left side if you are coming from SCT). I doorplated from PUU to SCT.

The most awaited moment arrived soon – the passing through the next three tunnels, which lead to the opening over the famous Pathimoonu Kannara bridge on top of the Aryankavu viaduct. It was really a moment to cherish! Unfortunately, I hadn’t realised on time that the video button had got stopped due to whatever reason, two seconds after I had clicked ‘record’ just prior to the first of the three tunnels – anyway, railfanning is not restricted to just photos and videos – the memories of a trip cannot be erased from our internal C drive any day! Aryankavu station, the KL-TN border and the longest tunnel in the route were passed one by one before we reached Bhagavatipuram station Home signal.

After clearing the mandatory brake testing halt, we were given clearance from the line which otherwise opens up to a catch siding, to the mainline towards SCT.

SCT had IRCTC vendors selling good quality lemon rice – it was enough for our lunch with some chips packets as accompaniment. We took the left divergence post TSI, the mainline towards Virudunagar Jn, which I have travelled only till Srivilliputtur from the other (VPT) end. The stretch was a bit dry, with super long block sections of 20-30 km each. After halting at Kadayanallur and Rajapalayam, the train came to a halt at SVPR. I was looking for Palkova vendors, unfortunately, no one was available. With a brisk run through the ‘Japan of India’, the Sivakasi belt, we reached VPT before time. This BT saga continued all the way till TPJ.

Two crossings enroute, one at Kalligudi and one at Tirupparankundram, both were negotiated at MPS through the mainline as the crossing trains were the usual suspects, puny II Ordy passenger trains. Soon, Madurai city was in sight. We were admitted into PF1 and given invitation to the American style of operations till Vadipatti. Trains take the right side of travel in this stretch.

Vaigai river was having what it seemed to be stagnant and not running water. Even after an unscheduled halt for some 10m at Kodai Road, we managed to be BT at Dindigul Jn. I got down on the non PF side, crossed the next track and hopped on to the other PF to meet a fellow railfan, Balaji, who was there to take Vaigai Exp to Madurai.

Our train started at 2000h sharp. With an amazing chugging run through the mini-ghat section near Kalpattichatram, we reached TPJ in no time. The home signal was also cleared without any fuss and we rolled into PF3 at 2110h. With an hour at our disposal, we decided to go to Central Bus Stand to have dinner.

Tiruchchirappalli and the Wrap-up

We walked down the mainroad and had a delicious dinner at Hotel Shri Sangeethas just next to the Roundtana. Butter Naan, Panner Butter Masala and Fresh Lime Soda with Salt to wrap up. We walked back to the station and reached PF1. I bade good bye to Aswath as he was taking Rockfort back to Chennai. As I headed to the North end to see the power of Rockfort, I saw my train, Chemmozhi Exp rolling in to PF2 with a GOC ALCo in the lead. Rockfort was given starter soon after Chemmozhi cleared the points, along with him was a parallel departure of 16852 Boat Mail to Chennai (via Mainline) from PF5, led by a GOC WDM-3A that had a melodious horn and awesome chugging sound. Amazing sight it was.

Soon, the power for my train got backed into PF2 (Chemmozhi has a reversal at TPJ) – WAP-1 leading and a WDP-4D trailing. I walked to my S3 coach, evacuated the unauthorised occupant of my LB #33 and dozed off. I remember waiting at Erode Jn for a very long time, as is the norm for this train with a lot of TT buffer. My usual instinct kicked inside me as the train crossed Sanganur bridge just before Vadakovai (CBF), as I have got used to it by now since I am travelling almost every week in this route. I didn’t pre-book a cab as my plan was to take a bus from CBE. However, the tired torso in me was pushing me to get down at Vadakovai itself and take a taxi. I got down and called the trusted taxi provider, Go Taxi. He put me on hold – just then the loco gave out the horn. He came back on the line and told me it will take 30 minutes more for a cab to be arranged. I ran and got into my just-rolling-out train again and went all the way to CBE Main. Got out of the station and took an Ola from their booth to head home.

Overall, a wonderful trip to fulfil my desire to trace a few untravelled sections down south. Thanks for your patient reading. Feedback and comments are most welcome!

Full set of photos in my Flickr album is available here

Full set of videos in my YouTube account (not monetised!) is available here

Collection of Trip Start Messages

20/12/16 30482 RPM for my 104SR PDY MS passenger. Taking it till Guindy. Coach 94411 GS.
13/02/17 104SR 30319 RPM Coach 13493 GS
14/02/17 104SR 30363 RPM Coach 13443 GS
24/02/17 104SR 30354 coach 13443
28/02/17 104SR 30320 coach 13443
01/03/17 104SR 22902 AJJ coach 00487
02/03/17 104SR 30409 coach 13443
16/03/17 104SR 24586 coach 13443 G7 P4 shell tiger
20/03/17 104SR 22005 Jawahar coach 05472.
03/04/17 104SR 22696 coach 13443
07/04/17 104SR 30359 RPM coach 13443
28/04/17 104SR 22023 AJJ coach 93452
29/05/17 104SR coach 13543 power 30538
05/07/17 104SR coach 94402 power 21261
07/07/17 104SR coach 94402 power 22960 RPM
19/07/17 104SR coach 94402 power 30422
01/08/17 21275 wam4 for 104SR. Coach 07449.
03/08/17 28505 BZA blue G7 in P4 shell for my 104SR today. Melodious horns. Coach 96418.
11/09/17 22042 wam4 for 104SR. Coach 09490.
28/09/17 22027 for 104SR. Coach 07449
18/12/17 104SR power 22962 coach 99406
25/01/18 30364 for 104SR. Coach 99406
21/03/18 104SR 30410 93452
09/04/18 104SR power 25024 coach 99406
11/04/18 104SR power 30341 coach 96420
18/04/18 104SR power 30367 coach 93452
23/05/18 At MMNK after a long break. 104SR coach (my usual) 99406 power 30354 RPM
07/06/18 104SR power 22023 coach 14496
21/06/18 104SR power 30352 coach 10427

20 APR 2017 2673 B3 60 LB FF BE coach 00118 power 22269 ED pf 10 MAS
MAS 2211
AJJ 2313/15
JTJ 1.13/15
SA Home 2.50/54 pf 1 3.0/4
MVPM 3.34
CV 50
JTJ was 1.13/20. Could not have started before PTT.
NTES says JTJ arrival as 1.05. Could be possible. So JTJ was 1.5/20!
ED 3.59/4.4
IGR 24
TUP 4.52/55
IGU 5.30/37
CBF arr 55 dep 6.0
CBE 10 pf 3. Subham.
23 APR 2017 2674 B2 17 LB FF NBE coach 00103 power 22274 ED pf 2 TUP

27 MAY 2017 2056 JanS D3 68 AS RF BE coach 02654 power 11163 IZN
HW 6.18/28
RK 7.15/17
Tapri Jn 57/59
DBD 8.22/24
Coach 02614
MOZ 45
x Mail/40233 BGKT
x Shatabdi/30073
Dep 9.01
MTC 55/57
Guldhar 10.26
GZB 46/48
Sahibabad 11.0
Tilak Bridge 19/20
NDLS pf 10 11.35. Subham.

20 AUG 2017 8 Mail coach 15248 power 30398 RPM
SBC 2153
BWT 2345
MAS 0445

21 DEC 2017 7 Mail S8 57 LB FF NBE coach 14246 power 30448 LGD
22 DEC 2017 56242 YPR SA Pass to HLE. Coach 04448 Power 20043 LHF. WS FF BE EW
YPR 1606
LOGH 22
HEB 33
BAND 44
BLRR 1702
CRLM 08/16 x1014/ 40476
HLE 30
22 DEC 2017 KIK SBC Pass to BNC. Coach 06427 Power 13493 SHF. Door. GS.
HLE 1754
CRLM Home 1806/12 PF 15/25 x7235/14638R
BYPL Cabin 42/47
BYPL 54/56
BNC 1908. Subham.
23 DEC 2017 221 Kaveri S12 68 LB NBE FF coach 06227 power 22696 ED

07 FEB 2018 22601 SNSI Express S7 15 SL FF NBE coach 01382 power 16882R SHF TNP + 16859R LHF TNP
SKPT 55
PU 1404/06
MAR 26
KPN 34
BSM 44
KSM 48
BWT 57 59
Stop and start at BFW 1520
Crossed DD just after BFW
MLO 27/29 precedence over mkm passenger
40 crossed at 41
WFD 44
KJM 52 55
CSDR 16.4 Pass through loop

07 FEB 2018 6508
YPR 2217/20
Gudgeri 5.36
Saunshi 44
Kundgol 52
UBL South 6.8/14 x2726
UBL Home 21/25 PF 1 arr 30
UBL 45
DWR 7.15
LWR 51/55
LD 8.36/38
Gunji 58
BGM 9.32/40 x1021/40400 KJM
Sulebhavi 59 crossed through loop. 11429 LHF with MRJ multi passenger
PCH 27/44 xMRJ multi passenger
Ghatprabha 11.6/9 x 1304
Chikodi Road 24
Raibag 36 x11388 MRJ multi passenger
CNC 48 x6533/ 20022 SHF
KUD 53
Koregaon 1455/1505 x11176 LHF Pune KOP Pass
Satara 17/24

2656 Navajeevan S8 1 LB FF NBE coach 13304 power 30358 RPM PF8 BRC
ANAND 1714
Nadiad 1730/32
MHD 45
NEP 48
KANJ 51
BJD 53
VTA 18.11


14 APR 2018 2007 K1 49 WS FF NBE coach 173884 power 30576 RPM PF11 MAS.
fresh fragrance odour, clean toilets and circulating aisle area - kudos given
the fact that this train has travelled from BZA and no cleaning may have
happened specifically at MAS 👍🏼
14 APR 2018 2658 S9 SU RF NBE coach 04214 power 30545

30 APR 2018 1063 S7 57 LB FF BE coach 05221 power 22031 AJJ pf 9 MS.
01 MAY 2018 1064 A1 43 LB RF BE coach 97052 power 40243 PF1 SXT


30 JUN 2018 6859 B1 49 LB RF/FF BE coach 11127 power 22522 ED 40445 GOC
MBM 2328
TPJ 0515/ PF 3
01 JUL 2018 56712 TPJ Fast Pass GS coach 95417 power 13458 GOC LHF
KRR 1224 PF 3. Lucky enough to get a seat for 4 on a Sunday!
01 JUL 2018 178 Rockfort Exp S6 76 LB RF BE coach 16221 power 30342 RPM PF 1 TPJ.

24 SEP 18 6859 MBM PF4 HA1 CABIN A 1 LB FF BE Coach 00031 Power 22904 ED
MBM 2335
25 SEP 2018 178 Rockfort Exp TPJ PF1 H1 A 4 UB FF NBE Coach 16001 Power 30693 RPM

26 DEC 18 2712 C2 33 MS FF NBE coach 17160 power 22305 BZA. MAS pf 5.
Easily one of the best ever coaches I have travelled. Super duper clean,
2078 SL2 38 MS FF BE coach 02705 power 22595 LGD. PF2 NLR.

31 JAN 2019 6177 H1 B 5 LB FF BE coach 14003 power 30622 RPM DLW. PF4 MS.
02 FEB 2019 56713 PGTN Pass GS WS RF BE EW coach 08426 power 22268 ED. PF 2 TPJ.
02 FEB 2019 6178 Rockfort Exp H1 B Coupe 5 LB RF NBE coach 16004 power 30725 RPM. PF 1 TPJ.

09 FEB 2019 2027 Shatabdi Exp E2 27 AS RF BE coach 16014 power 30541 RPM. PF1 MAS.
09 FEB 2019 56264 Mysuru Passenger S1 3 UB FF BE coach 05221 power 25023 AJJ + 40199 ED TLDIC. PF6 SBC.

18 APR 2019 2657 H1 Coupe D 11 LB RF BE coach 08001 power 30556 RPM. PF4 MAS.
20 APR 2019 2658 B2 15 SL FF NBE coach 13116 power 30434 RPM. PF1 SBC.
24 APR 2019 2657 S12 12 LB FF BE coach 13252 power 30409 RPM. PF4 MAS.
25 APR 2019 6022 Kaveri Express A2 33 LB FF NBE coach 09053 power 30342 RPM. PF5 SBC.

27 APR 2019 22671 Tejas Exp E1 30 AS RF BE coach 182694 power 30714 RPM. PF2 MS.
Times of India
Dinamalar
Water bottle
Bru
Cornflakes set
27 APR 2019 76842 TDPR DEMU GS coach 14534
28 APR 2019 6178 Rockfort Exp B5 52 LB RF BE coach 18112 power 39002. PF1 SRGM.

11 MAY 2019 2007 C6 74 WS RF NBE coach 08153 power 22786 AJJ. PF6 MAS.
11 MAY 2019 2028 C12 41 MS RF BE coach 181509 power 30583 LGD. PF2 KPD.

04 AUG 2019 2243 E1 33 WS FF exch 27 WS RF BE NBE coach 16031 power 30717 RPM HOG . PF1 MAS.

10 AUG 2019 56148 GS coach 12536 power 22713 ED. PF2 CBE.
10 AUG 2019 56149 GS coach 96426 power 22508 ED. PF1A MTP.
11 AUG 2019 06710 GS coach 15779 power 11171 ED LHF. PF1 MDKM.

14 AUG 2019 2674 Cheran Exp S8 17 LB FF BE coach 17234 power 37163 BRC. PF 4 CBE.
18 AUG 2019 2671 S10 45 MB BE RF coach 16269 power 30409 RPM. PF9 MAS.
MAS 20.55
SA 2.25
ED 3.25/30
TUP 4.20
CBF 55
CBE 5.5 PF3. Subham.

23 AUG 2019 2674 S9 17 LB FF BE coach 16332 power 30644 RPM. PF4 CBE.
25 AUG 2019 2673 S11 48 SU FF BE coach 15243 power 22670 ED. PF10 MAS. Shunt 14124 TNP.
MAS 22.10
ED 4.40
TUP 5.10
CBF 55 PF1. Subham.

30 AUG 2019 2674 S8 28 LB RF BE EW coach 17234 power 39000 RPM HOG. PF4 CBE.
CBE 2240
TUP 2325
ED 0010
JTJ 0300
KPD 0420
AJJ 0510
PER 0610. PF1. Subham.

02 SEP 2019 2673 S8 68 LB FF NBE coach 17234 power 30539 RPM HOG. PF10 MAS.
AJJ 2321/24

07 SEP 2019 2677 D10 92 MS RF NBE coach 00624 power 40441 ED. PF1 CBE.
07 SEP 2019 22652 S5 55 SL FF NBE coach 16293 power 14641 ED SHF. PF2 PGT.

11 SEP 2019 56323 GS WS FF BE coach 12545 power 11206 ED LHF. PF1 CBE.
11 SEP 2019 56651 GS MS FF NBE coach 07480 power 22250 ED. PF1 PGT.

13 SEP 2019 2674 S2 76 LB RF BE coach 17241 power 30714 RPM HOG. PF4 CBE.Neat and clean coach 👌🏼
15 SEP 2019 2673 S8 28 LB FF NBE coach 181483 power 37207 RPM. PF9 MAS. Shunt 14124 TNP SHF. Bezel less windows.


20 SEP 2019 6042 S7 56 SU FF NBE coach 13259 power 22716 ED. PF3 CBE.
22 SEP 2019 2673 S11 12 LB FF NBE coach 15243 power 37037 ED. PF4 MAS. Shunt 16859R TNP SHF.

24 SEP 2019 2674 S6 65 LB FF BE coach 17224 power 30554 ED HOG. PF4 CBE.
07 OCT 2019 2673 S3 76 LB RF BE coach 16309 power 30712 HOG. PF10 MAS. Shunt 24532 BIA.

11 OCT 2019 2674 S3 76 LB RF BE coach 16244 power 37202 ED HOG. PF3 CBE.
13 OCT 2019 2673 S3 76 LB NBE FF coach 17236 power 37068 RPM HOG. PF10 MAS. Shunt 32383 LDH.

18 OCT 2019 2625 B4 24 SU FF BE coach 17134 power 30426 RPM HOG. PF3 CBE. 15m LA.
20 OCT 2019 2626 A2 13 LB RF NBE coach 182009 power 30615 RPM. PF5 TPTY.

21 OCT 2019 2244 E1 9 WS RF NBE coach 08876 power 30554 ED. PF4 CBE. CURR.
CBE 15.25 (20m late)
ED 16.45
MAS Home 21.52/55. Awesome run 👍🏼
MAS 22.00 (15m early). PF2. Subham.
28 OCT 2019 2673 S9 17 LB RF NBE coach 181301 power 30597 RPM HOG. PF10 MAS. Shunt 23899 AJJ.
TUP 5.0
CBF 40/45
CBE Avuttar 50/55 PF3 6.0. Subham.
X Uday at Avuttar
X TPTY ICE PF5 while rolling in
MAQ ICE/22219 PF4.

01 NOV 2019 2674 S1 76 LB RF BE coach 181317 power 30578 RPM HOG. PF3 CBE.
03 NOV 2019 2673 S1 76 LB FF NBE coach 17243 power 37211 RPM HOG. PF10 MAS. Shunt 23899 AJJ.
JTJ 0125 RT
SA 0330 30m LA
ED 0440/45 40m LA
TUP 0540 /45 40m LA
CBF 0615 35m LA. PF1. Subham.
This is one of the fastest TUP-CBF I have ever seen. Usual time 40m, today 30m. After seeing TUP dep at 0545, I reset my alarm to 0615 assuming a 0625 arr at CBF. Surprisingly enough, as the alarm went off, train came to a hard halt at the PF. I had to vaarisuruttify and get down.
On the delay:
Based on Girish's message, I Learned that my 73 happily overtook a late running 1 Mail at KPD. He was again a block or two ahead when I checked at ED. Can safely assume that we were looped between JTJ and SA to let 1 Mail ahead.
Subham.

08 NOV 2019 2674 S2 76 LB RF BE coach 17241 power 39057 RPM HOG. PF4 CBE.
10 NOV 2019 2673 S3 76 LB RF BE coach 16325 power 37211 RPM HOG . PF10 MAS. Shunt 14661 TNP SHF.

17 NOV 2019 6615 S3 25 LB RF-FF-RF BE-NBE-BE coach 05291 power 40467 GOC - 40172 GOC. PF2 MQ. Utkrisht rake.

22 NOV 2019 2674 S1 76 LB RF BE coach 17240 power 30749 ED HOG. PF4 CBE.
SA 0315
TUP 0525
IGU 0555
CBF 0605
CBE 0615. PF3. Subham.
01 DEC 2019 2673 S1 76 LB FF NBE coach 17243 power 37009 ED. PF10 MAS. Shunt 16462 ED LHF.

06 DEC 2019 2674 S4 76 LB RF BE coach 17235 power 37151 RPM HOG. PF4 CBE.
TUP 2325
JTJ 0325
KPD 0425
AJJ 0520
PER 0620. PF1. Subham.
08 DEC 2019 2673 S11 1 LB FF BE coach 15230 power 37202 ED HOG. PF10 MAS. Shunt 13223 TNP LHF.
CBF 0535. PF1. Subham.
Fastest ever run.
13 DEC 2019 2674 S1 76 LB RF BE coach 17239 power 37183 ED HOG. PF4 CBE.
TUP 2325
ED 0015
JTJ Home 0230/55 PF 0300/15
KPD 0425
AJJ 0515
PER 0615. PF1. Subham.
15 DEC 2019 2673 S3 76 LB FF NBE coach 17226 power 37068 RPM HOG. PF10 MAS. Shunt 13223 TNP LHF.

20 DEC 2019 2674 S1 76 LB RF BE coach 17240 power 37205 RPM HOG. PF3 CBE.
KPD 0430
PER 0645 PF1. 45m LA. Subham.
25 DEC 2019 6795 H1 1 LB FF BE coach 13001 power 30615 RPM - 14054R GOC LHF. PF7 MS.
27 DEC 2019 6795 S3 73 LB FF NBE coach 192077 power 14932 GOC LHF. PF1 KMU.
28 DEC 2019 2083 C1 46 FF AS BE coach 16151 power 22358 ED. PF1 TPJ. In 14663 GOC SHF.
31 DEC 2019 2672 H1 Cabin A 3 LB FF BE coach 08003 power 22808 AJJ. PF2 CBE. In 22391 ED.
01 JAN 2020 2673 S1 76 LB FF NBE coach 17237 power 37204 ED HOG. PF10 MAS.

10 JAN 2020 2674 S3 76 LB FF NBE coach 16325 power 37210 RPM HOG. PF3 CBE.
19 JAN 2020 2673 S11 9 LB FF BE coach 16333 power 30528 RPM. PF10 MAS.
Coach marked inside as NR163371.

25 JAN 2020 6320 B7 60 LB RF BE coach 188901 power 37207 RPM. PF1 CBE.
CBE 0115
ERN 0430
ETM 0530/37 x30436 RPM/Multi passenger
KTYM 0550
CNGR 0630
25 JAN 2020 6381 S5 9 LB FF BE coach 96387 power 22766 AJJ. PF1 QLN.
25 JAN 2020 2634 S7 56 SU RF BE EW coach 192079 power 39002 RPM. PF1 CAPE.
25 JAN 2020 6791 S4 36 LB FF BE coach 99278 power 13566 GOC LHF. PF3 TEN.
Banker 13563 LHF
26 JAN 2020 6102 S5 65 LB FF NBE coach 01208 power 13449 GOC LHF. PF3 QLN.
Banker 14972 SHF
26 JAN 2020 6615 S3 33 LB RF BE coach 05291 power 22018 ED + 40172 GOC. PF2 TPJ. In 13457 GOC LHF.

30 JAN 2020 2672 S2 12 LB FF NBE coach 06274 power 30693 RPM. PF2 CBE. In 22287.
03 FEB 2020 2657 S7 9 LB FF BE coach 03220 power 37201 RPM. PF5 MAS. In 16671 TNP LHF.
05 FEB 2020 6527 S11 33 LB RF BE coach 17202 power 11121 ED MHF + 11113 ED LHF. PF6 YPR.

08 FEB 2020 22610 D1 96 WS RF BE coach 96614 power 30416 RPM. PF4 CBE.
UTK coach
08 FEB 2020 56613 GS WS EW FF BE coach 11458 power 13330 ERS LHF. PF2 SRR.

14 FEB 2020 2674 S1 76 LB RF BE coach 17240 power 37018 RPM. PF4 CBE.
16 FEB 2020 2673 S11 9 LB RF NBE coach 181321 power 37018 RPM. PF10 MAS. Shunt 32323 KZJ.

20 FEB 2020 2672 H1 Cabin B 8 UB RF NBE coach 08002 power 22558 ED. PF2 CBE. CURR.
23 FEB 2020 2673 S11 9 LB RF NBE coach 17242 power 30749 ED HOG. PF10 MAS. Shunt 23472 AJJ.

28 FEB 2020 2674 S5 73 LB RF NBE coach 15242 power 37310 ED HOG. PF4 CBE.
01 MAR 2020 2673 S11 15 SL FF NBE (was 9 LB FF BE) coach 15230 power 30573 ED. PF10 MAS. 30573 named Cauvery. First P7 allotted to ED.

Various trip notes

4.8.19 CBE Shatabdi for relocation

MAS 7.18
AJJ 8.19
KPD 9.4/6
JTJ 10.7/9
SA 11.35/39

27.4.19 TDPR DEMU
TPJ 15.40
GOC 46/48
TPTN 53/55
SRGM 16.0

24.4.19 Mail
MAS 23.18
AJJ 0.27/29
BWT 3.47/49
SBC 5.20 PF4

20.4.19 Mail
SBC 22.45
BNC 58/23.0
MAS 4.25 PF9

9.2.19 NQ
SBC 0.2
MAD 1.48/2.26
MYS 4.30 PF2

2.2.19 ROCKFORT
TPJ 22.38
MS 4.36 PF6

PGTN FP
TPJ 13.0
TP 13/15
MTNL Home 24/56 PF 57 x30363/PGTN-TPJ FP

31.1.19 ROCKFORT
MS 23.30
MKK 43
MBM 47/48
TBM 0.8/10
TMV 1.36/37 x22031/1064
ALU 3.30/32
KKPM 52/53
LLI 4.6/7
VLDE 13
SRGM 24 PF3

26.12.18 PINAKINI EXP
MAS 14.6
KOK 21
TVT 25
PON 50
GPD Home 15.2 PF 14
AKAT 40
SPE 46/48
NYP 16.11/12
GDR Home 33/44 PF 50/52
VKT 17.13
NLR 35 PF1

JS
NLR 20.10
GDR Outer 33/35 Home 42/55 PF1 58/21.0
SPE 39/41
MAS ?

24.9.18 MAQ EXP
MBM 23.35
PV 59
TBM 0.7/11
LLI 4.43
SRGM 54/55
TPTN 5.0
GOC 5
TPJ 20 PF2 (40172)

25.5.18 TDPR PASS (Lady CLP)
TPJ PF6 15.47
GOC 55/16.13
TPTN 19/21
SRGM 27 PF1

ROCKFORT
TPJ ?
MS 4.50 PF5

30.6.18 MAQ
MBM 23.28
TPJ 5.15/35 PF3 (40445)
TP 46/49
KLT 16/19
KRR ?

PGTN-TPJ FP
KRR 12.24 PF3
KLT 58/13.0
PLI 10/12
TPJ 55 PF2.

2.9.2007 SBC

2725 EXP #20023

SBC 14.50

MWM 15.0

YPR 9

BAW 19

Gol 34

Bhair 39

Dodb 41

Nidv 48

Dobbs 52

Hirh 58

TK 16.10/16

Hegg 21

Gub 38

Nitr 42

Samp 50

Amms 54

Kardi 17.8

Tiptur 16/20

Adi 32/46

ASK 

West NFR

A small vittakorai thottakorai from my school days' Timetable grazing days. I have always been fascinated by the series of stations with the prefix 'New' coming up on the NFR line before Rangiya Jn. I used to think why a special treatment to those places alone?!

This got rekindled after a post in IRFCA forum. Now presenting you a sequence of posts (photos with commentary) with some information on the West Assam/ North Bengal portion of NFR.

Please zoom in as much as you can and see the photo.

Yellow line is Bangladesh border (down of line is Bangladesh). Green line is MG (now BG), lines just next to Bangladesh border are abandoned. Red line is direct BG.

Look at how beautiful the Himalayas are at the top (North). A river coming out of each of its valleys and ultimately joining into Brahmaputra. To our bottom left corner is Katihar Junction. The gateway for people coming from North and West. Trains from Katihar ran straight (pre 1947) after Barsoi Jn ( marked BOE), into Parbatipur in Bangladesh, marked as P. They had a reversal there and proceeded North to Siliguri. Trains from Kolkata used to enter Bangladesh far down South itself and entered Parbatipur from point marked as 2

These are trains meant for Siliguri (and pax to Darjeeling). Trains carrying passengers to Guwahati took a right turn after reversal at Parbatipur, proceeded East and entered through the point marked as 3. They went via Mal Jn. Post independence, the railway rights via East Pakistan got severed and we had to invent a new line without touching them. The line North of Barsoi Jn didn't go all the way till SGUJ then.

So, when planning for the new line, they had to make sure that there were odd number of reversals between KIR and GHY so as to match the one reversal we earlier had at Parbatipur. This was required because MG coaches can be coupled in only one direction. There is now a reversal at Barsoi, if trains had to go from KIR to Aluabari Road and then on new alignment till Siliguri. Post Siliguri, the line joined at Mal Jn from West side, requiring another reversal. So two. It was decided to bring in the new line from Aluabari Road to Siliguri from North side so it will make a third reversal there. Instead of handling three reversals, it was then decided to realign the path at both Barsoi and Mal so that only one reversal is there at SGUJ. Remember we are talking only about MG days (marked in Green in the photo)

Now look at Barsoi post realignment. The middle green line was the newly laid MG line to eliminate reversal. Trains coming from KIR and proceeding North need not reverse. This arrangement was retained in BG as well (red line) with a less pronounced curve, to facilitate higher speed and BG standards. While this line was converted to BG, a new line was laid from Aluabari Road to Siliguri bypassing the troublesome areas like Naxalbari. This new line (red colour) can be seen moving SW of the original line in the overall photo shared at first.

We will now move on to Siliguri area. Please zoom in fully to see more info.

The top left green line is the new MG line post 1947 from Aluabari Road to Siliguri. The bottom red line is the new BG alignment from Aluabari Road. MG line reaches Siliguri first while BG line reaches New Jalpaiguri first, then takes a left turn to go to SGUJ. I haven't marked NG line to DJ here. As you can see NJP is far away from the actual Jalpaiguri marked JPG which is on the line from Parbatipur.

The new BG line follows the old MG alignment for a short distance taking right from NJP, till Raninagar Jalpaiguri, marked RQJ. It then branches off via Jalpaiguri Road JOE to go towards GHY. The original MG alignment (now BG) from SGUJ towards Mal Jn can be seen shooting up North from SGUJ in this photo.

This scenic line goes upstream North, crosses two to three dozen rivers and goes inside deep forests as seen in the first/ overall photo shared earlier. The new BG alignment in red moves much downstream and eliminates the need for two to three dozen bridges. Clearly visible in the overall photo. Please compare section from SGUJ to APDJ via Mal in MG and NJP to APDJ via NCB in BG.

We will now proceed to Mal. The line from West left comes from SGUJ and entered Mal Jn (now named Mal Bazar MLBZ).

The line from Bangladesh comes from South down and enters MLBZ. The line to GHY takes a sharp right top turn out of MLBZ and proceeds to our Right East side. We can clearly observe the circular loop that was constructed to avoid reversal for trains coming from SGUJ and proceeding to GHY. New Mal Jn was constructed in BG and you can see there is now a bypass (red) directly to NMZ bypassing Mal Bazar and avoiding the loop altogether.

We will now move on to Alipur Duar area. If you observe the overall picture shared first, you can see that there is a line coming from Bangladesh (South side) via Cooch Behar to Alipur Duar. This is pre 1947 MG line. The line coming from Mal enters Alipur Duar from North side (green line) in this picture. It proceeds straight to Bangladesh, crossing three stations in this town. Alipur Duar Junction, from where the line to GHY takes a sharp left turn, Alipur Duar Court and finally Alipur Duar station. This was MG, now BG.

Remember the new BG alignment from NJP? It enters APD town from the South side (comes via Cooch Behar, we will see it in detail in the next photo). The alignment in red runs almost parallel to the original MG line from Bangladesh, has a separate station New Alipur Duar (strangely station code NOQ), takes a right turn and joins the original MG alignment towards GHY, proceeding via Samuktala Road SMTA (right side in this photo)

As mentioned above, we will now take a look at Cooch Behar area. Pretty busy, isn't it?

As mentioned earlier, the MG line from Bangladesh comes from South bottom side of this photo, has Cooch Behar station COB and proceeds straight north to Alipur Duar (via Baneswar). The new BG line from NJP comes from top left, has New Cooch Behar station, turns left and goes parallel to MG line, via New Baneswar, to New Alipur Duar.

The new BG line from New Cooch Behar that goes to our bottom right goes to Golakpur Junction. This was needed as that line was cut off from NJP side due to a portion of the old MG line being transferred to Bangladesh. You can see this in the overall photo shared first, as a point where Bangladesh border swallows a portion of an MG line. The straight line alignment from Alipur Duar to Cooch Behar was changed to a sharp curve to allow trains from Alipur Duar to enter New Cooch Behar first and then take a right turn to proceed towards Cooch Behar. To that extent, the small portion of the MG alignment that bypasses NCB is since abandoned.

And finally, we take a look at Guwahati area.

The MG line coming from (SGUJ/APDJ) North in this photo as a Green line, stopped just short of Brahmaputra river bank at Amingaon. The station on the other (South) bank was Pandu. There were no through services and all passengers have to avail steamer service between Amingaon and Pandu. Upon opening of the Saraighat bridge, Amingaon and Pandu were abandoned. Agthori and Kamakhya were constructed as replacement stations in the new alignment.

The line from bottom left coming to KYQ is the new BG line from Bongaigaon, crossing Brahmaputra at Jogikhopa. This can be seen in the overall photo. Since the new BG line branched out before Bongaigaon station BNGN, a new station was built prior to the take off point and named as New Bongaigaon NBQ.

So, this explains the difference between the Olds and News in West Assam 😃

Please go through when you get time and let me know if you have questions!

- Thank you. Ara.

Understanding the major quotas in Railway Reservation

There are numerous quotas available in Railways. I am attempting to explain some of the major operational quotas that affect berth/ seat availability in this post:

General Quota (GN)
Remote Location Quota (RL)
Road Side Location Quota (RS)
Pooled Quota (PQ)

Please note that whatever is explained below is not a sweeping general statement for that quota. Please read the post in full and look out for exception scenarios explained elsewhere in it.

General Quota

As the name explains, this is the General Quota i.e. anyone can book from anywhere to anywhere in the path of the train. Eg. T. No. 22671 Tejas Express from Egmore (MS) to Madurai (MDU) with stops at Tiruchirappalli (TPJ) and Kodaikanal Road (KQN). All six booking combinations possible – MS-TPJ, MS-KQN, MS-MDU, TPJ-KQN, TPJ-MDU, KQN-MDU do not have any specific earmarked quota available for them and will be booked under the omnibus General Quota (GN) only.

If there is no room available for further booking of confirmed tickets, the next booking will go to RAC and if RAC is also exhausted, it will move to a dedicated waitlist sequence, GNWL. Prior to preparation of first chart, which is prepared exactly 4 hours prior to the scheduled departure of the train at the source station, GNWL will be cleared against any openings in PQ (to be explained later), followed by vacancies cropping up due to cancellations in GN quota. However, this is subject to order of priority. Refer example below:

T. No. 12635 Vaigai Express. Assume there are only two waitlisted tickets.
GNWL1 Egmore to Madurai
GNWL2 Egmore to Villupuram

If a person holding an ‘Egmore to Villupuram’ ticket cancels it prior to charting (and assuming that seat is multiplexed with another Villupuram to Madurai confirmed booking, the system will check whether it can offer to the person first in queue. In our example, it is not. So, assuming no further cancellations till charting, GNWL2 will be cleared ahead of GNWL1 with a confirmed berth, since GNWL1 cannot be accommodated in the train. If there is another cancellation of an ‘Egmore to Madurai’ ticket, both GNWL1 and GNWL2 will get a ‘confirmed’ message/ SMS prior to charting itself. They will be allotted the exact seats during charting.

GN usually has the largest number of berth/ seat allocations. More on GN quota will be discussed in PQ.

Remote Location Quota (RL)

RL is typically for long distance trains, which have stations enroute that may supply patrons to fill a significant amount of the available seats. These trains may have lesser end-to-end travelers.

A classic example is T. No. 11021 Dadar (DR) – Tirunelveli (TEN) Express. End-to-end passengers in this train are not a sizeable population. This train starts from Dadar (Mumbai) in the evening, 9.30 PM, reaching Hubballi the next day around noon, reaching Yeshwantpur (Bengaluru) in the late evening and finally reaching Madurai and Tirunelveli the next day before noon. It can be observed that this train offers a convenient overnight connection for Mumbai – Belagavi/ Hubballi, Bengaluru – Madurai/ Tirunelveli combinations. So, to ensure that travelers from Hubballi and Bengaluru are getting their fair share of seats reserved for them, a bunch of seats are clubbed together to form a dedicated quota called Remote Location Quota.

One train can have more than one RL quota. The stations from which these RL quotas operate are called as Road Side locations (RS1, RS2, RS3 and so on). In our example, for T. No. 11021, Hubballi Jn. (UBL) is RS1 and Yeshwantpur (YPR) is RS2. This train has only two RS locations and hence two RL quotas RL UBL and RL YPR. Passengers booking in this train with origin station as Hubballi (RS1 station) to Tumakuru (one station prior to RS2) will be booked against their dedicated quota, RL UBL. Passengers booking in this train with origin station as Yeshwantpur (RS2 station) to Vanchi Maniyachi Jn. (one station prior to destination, Tirunelveli) will be booked against their dedicated quota, RL YPR.

If there is no room available for further booking of confirmed tickets, the next booking will go to RAC and if RAC is also full, then to a dedicated waitlist sequence, RLWL. Each RS location having a dedicated RL quota will have separate charting and RL sequence. For example, assuming all berths are booked in the train, a person booking UBL-TEN will get RLWL1 in RL UBL quota. If the next person is booking YPR-TEN, he will be getting RLWL1 in RL YPR quota (and not RLWL2 as RL YPR has a separate Waitlist sequence).

Prior to preparation of first chart at the RS location charting station, RLWL of that location will be cleared against any openings in PQ (to be explained later), followed by vacancies cropping up due to cancellations in that RS location’s RL quota. However, this is subject to order of priority as explained in GN paragraph.

Road Side Location Quota (RS)

The main objective of this quota seems to be protecting the seats of genuine end-to-end passengers, in a long distance train that also has patronage from its RS location stations. RS quota is the complementing quota of a respective RL quota for a station. In our example of T. No. 11021 above, if there are say 500 berths in a train, 300 of them in GN (DR to TEN) and 100 each in RL UBL and RL YPR quotas, to protect travelers with origin as Dadar and destination beyond Hubballi and upto Yeshwantpur, encroaching into those 300 berths meant for long distance travelers i.e. Madurai or Tirunelveli, bookings from Source to a particular RS location (having a dedicated RL quota) are restricted to the number of berths earmarked for that RL quota. In our example, the number of berths available for Dadar to Yeshwantpur will be 100 only. This will be called as RS YPR quota, acting as a mirror of its corresponding RL YPR quota of 100 berths. Extending the logic, the number of berths available for Dadar to Hubballi will be 200 as the berths available for RS YPR quota (100) will also be made available for booking along with RS UBL (100).

If there is no room available for further booking of confirmed tickets, the next booking will go to a dedicated waitlist sequence, RSWL. Prior to preparation of first chart, RSWL will be cleared against any vacancies cropping up due to cancellations in RS quota. However, this is subject to order of priority. Similar to RL, RS can also encroach on PQ berths prior to charting, if RS is not available and PQ is available.

Pooled Quota (PQ)

The most debated quota of the four operational quotas, PQ is aimed at restricting short distance travelers encroaching on berths available for end-to-end travelers, which may otherwise result in revenue loss. Assume all seats in Vaigai Express are in GN quota. If all the seats are booked by travelers from Egmore to Chengalpattu, the train will run empty from CGL to MDU, resulting in revenue loss.

In trains where PQ is available, GN quota is earmarked for long distance travelers by having First Nodal Point (FNP) and Last Nodal Point (LNP) defined. GN quota is available only for a person who is travelling from a station that is ‘Source to FNP, both inclusive’ and to a station that is ‘LNP to destination, both inclusive’. Any source-destination (S-D) combination that does not have a dedicated GN or RL or RS quota will fall under PQ, if it is defined for that train.

In our example, T. No. 11021, the FNP is Lonavala (LNL) and the LNP is Dindigul (DG). Let us look at the various quotas available for S-D combinations in this train. Note that some stations in the path of the train given below are combined to make more meaningful.

Dadar (Origin)
Lonavala (FNP)
Pune
Satara to Dharwar
Hubballi (RS1)
Haveri to Tumakuru
Yeshwantpur (RS2)
Banaswadi to Karur
Dindigul (LNP)
Madurai to Vanchi Maniyachi
Tirunelveli (Destination)

Quotas – Berths (Actual data):
GN – 87
RL UBL and RS UBL – 20
RL YPR and RS YPR – 75
PQ - 100

Source: Dadar to Lonavala
Destination:
Pune to Hubballi – RS UBL 20 + RS YPR 75 + PQ 100 = 195
Haveri to Yeshwantpur – RS YPR 75 + PQ 100 = 175
Banaswadi to Karur – PQ 100
Dindigul to Tirunelveli – GN 87 + PQ 100 = 187

Source: Pune to Dharwar
Destination:
Satara to Hubballi – RS RS UBL 20 + RS YPR 75 + PQ 100 = 195
Haveri to Yeshwantpur – RS YPR 75 + PQ 100 = 175
Banaswadi to Tirunelveli – PQ 100

Note that destination from DG to TEN, unlike the earlier case, does not fall under GN quota because the source station is after FNP. Hence only residual quota of PQ will be applicable.

Source: Hubballi to Tumakuru
Destination:
Haveri to Tirunelveli – RL UBL 20 + PQ 100 = 120

Source: Yeswantpur to Vanchi Maniyachi
Destination: Banaswadi to Tirunelveli – RL YPR 75 + PQ 100 = 175

If there is no room available for further booking of confirmed tickets, the next booking will go to a dedicated waitlist sequence, PQWL.

Prior to preparation of first chart, which is prepared exactly 4 hours prior to the scheduled departure of the train at the source station, PQWL will be cleared against any vacancies cropping up due to cancellations in PQ quota. One can easily infer that the waitlist sequence for PQ will be the most interesting of them all. Let us see that with an example:

Assuming our train (T. No. 11021) is fully booked. A person who books 6 tickets for Dadar to Karur will be allotted PQWL1 to PQWL6. If a person books Bansaswadi to Salem next, he will get PQWL7. The sequence number will be misleading in these cases as there are multiple combinations that contribute to PQ. This will be more amplified in a fairly long distance train with no RL quota like Pandian Express or Nellai Express.

Note that there is no concept of RAC in RS and PQ quotas.

Charting:

Having seen what happens until charting, let us take a look at how vacancies are allotted during charting:

Vacancies from GN quota are cleared against GNWL first, followed by Tatkal (TQWL), RSWL and then PQWL.
Vacancies from RL are cleared against RLWL
Vacancies from PQ are cleared against PQWL, then GNWL.

First chart is prepared exactly 4 hours prior to the scheduled departure of a train at a charting location. Vacancies are cleared in the order mentioned above and surplus vacancies are offered to current reservation at 10% discount. Second chart is prepared exactly 30 minutes prior to the scheduled departure of a train at a charting location. This chart is handed over to TTR and no more online booking will be allowed for that charting location. Surplus vacancies are passed on to the next RS location to clear its RLWL.

Other quotas:
I have not discussed other quotas like Tatkal (TQ), Premium Tatkal (PT), Lower Berth (SS), Ladies (LD) and all other internal quotas like HO, HQ etc. as they do not pose any interesting insights from a common traveler perspective when it comes to analyzing complicated dynamics in how they work.

Baroda, via Deccan

Disclaimer: I am not a professional photographer or videographer. Photos and videos are only amateur level. Videos are not monetized. Feel free to watch them

Let us for the sake of convenience, call it ‘laziness’. Sounds that lazy, doesn’t it? The trip to Vadodara for the convention was easily one of the best trips that I have ever made. Shouldn’t it be topped up with a trip report? It has been almost a year now, with even the ARP for UBL2019 having got started… And now, of all threads in the forum, there comes Adithya with his trip report, kindling that sleeping lazy (yes lazy!) person in me to wake up and jot down what happened during the trip.

It was a simple affair with just three people – Prabhu, Appa (‘Father’, Sethuraman) and myself, who have planned to take the trip. I am more like Ganesh (‘GI’) when it comes to doing things meticulously. My mileage map of IR showed a lot of untravelled sections over SWR and SCR. So, my plan had to accommodate tracing a black line in the map for a few of such sections as well. For those who have attended UAM2014, Prabhu and Appa are not new faces. It took just one bullying phone call to Prabhu – demanding that he takes three days off in February, to get his buy-in. It was even easier to convince Appa, when I told him that I am planning to take the Bangalore – Poona trunk route. He happily agreed to join as he had never travelled in that trunk line after Gauge conversion. It was too late for him to retract his consent once I told him that we will be taking the 1A class! ('Holy H as Aswin calls it).

This was the plan:
22601 MAS-SNSI Express from Chennai to Yelahanka Jn
16508 Jodhpur Express from Bangalore City Jn to Vadodara Jn
12656 Navjeevan Express from Vadodara Jn to Ahmedabad Jn
A red eye flight from AMD to MAA.

Leg 1: Tracing the ‘Thatha’s Trail’

I became/ was made/ was made to discover a railfan by my grandfather (‘thatha’). He used to tell tales of his exotic trips to Bangalore by His Highness Brindavan Express. So, for the railfan in me, travelling in Madras – Bangalore section means enacting that tale as an actor. I strongly suspect that my Appa became a railfan himself after travelling extensively with my grandfather to Kanpur, Howrah, Miraj, Poona and Bombay. Not to forget the main line trips to Thanjavur delta. My thatha was a dealer in musical instruments and did these travels to meet the sculptors of those instruments in person to place orders and collect instruments. His narrations include how the catering people used to bring Idly vadai and coffee at Arakkonam to Ice creams and cutlets at Krishnarajapuram in H.H Brindavan and how the VLR ‘mama’ at Vijayawada Junction will serve full meals on a plantain leaf for people coming by 3 Mail from Howrah to Madras. “Don’t worry saar, even the driver is eating here – the train will not leave for another 15 minutes!” type dialogues getting quoted here and there adds the seasoning essence in his tales.

The sole purpose of booking in SNSI Express is that it was the only train to get multiple diesel locos for the run in MAS-SBC FEDL section. Call me an old-timer (I am not that old though!), my best trips to Bangalore were the ones when JTJ-SBC was not under wires and H.H. Brindavan Express used to switch to diesel(s) from JTJ. The hidden curves (where is Sridhar Joshi?) of Mulanur and Patchur and Kuppam in the ghat section are a treat to watch with the diesel locos notching up. Who on earth will not love the sweet smell of the diesel exhaust smoke when it comes and hits your face! The only equivalent thing I can think of is the sweet smell of the burning brake shoes when a running train is coming to a grinding halt. Do you agree?

So, with lots of excitement, and with some careful planning in advance to ensure that there will not be any pending work at office front on the preceding Tuesday evening, I tried to get some sleep. I got transported to that very sultry night of May 1989, the night before the day when I was to take my first ever trip in my dream train – the Brindavan, to the then dreamland i.e. pre-1995 Bangalore. Anyway everyone agrees, directly or secretly, that post-1995 Bangalore is not Bangalore at all. I couldn’t get any proper sleep that night due to excitement.

I requested my mother to prepare us Puliyotharai with vadaam (Tamarind rice + papad) and Curd rice with pickles for our trip, repeating what she did in May 1989. With food and bags packed, we got ourselves dropped at Central just in time to say a quick hello to some of the MAS gangsters going by 2656 Navjeevan.Sathya and I jokingly remarked that he is coming to MAS for going to BRC and I am going to SBC to go to BRC! Never did we realise then that we will get tagged once more like this during the quiz finals on Day 2. Customary selfie and they were off.

 

Left to Right: Aravind, Sridhar Joshi, Satheesh, Sathya, Dr. Swaminathan, Harish, Ramkrishnan, Aswin, Prabhu and Sethuraman



We then pushed ourselves to PF11 at Madras Central. A few confirmations beforehand through two contacts have assured me that it is indeed a multiple diesel power for us and there are no surprises. For those who have got used to my syntax – S7 15 SL FF NBE it is. Coach 01382. Mandatory visit to check the power revealed that WDM-3A #16882R TNP SHF leading + WDM-3A #16859R TNP LHF trailing were in charge, all cylinders ready to charge up the hills. There were two more reasons for booking in this train – 1. It will help me trace the third line in the CSDR triangle (KJM-CSDR) having covered the other two earlier (BYPL-CSDR and BYPL-KJM) and 2. It is easier to go to my Periappa’s house (Appa’s elder brother) in Sultanpalya from Yelahanka than from SBC, considering the evening traffic.

It was an on dot departure at Madras. My mind all along the trip was trying to compare my first trip in 1989 with the ongoing one. At every stage, I was able to get one interesting item to compare!

* Platform 11, not 3 – 11 did not even exist then.
* Fast line till Arakkonam, the switch was post Avadi then.
* The Up line is just next to Down line now till Katpadi, it used to be a good distance. The 9 year old boy and his 7 year old younger brother fighting for that elite window seat can comfortably see and enjoy a train in the Up line, even if it is passing at good speed – it is all flash of blue coaches now with a trace of white or red at the head.
* The Up line is now not disappearing amidst coconut trees after Vaniyambadi. It is uninterestingly enough, accompanying the Down line all the way till Jolarpet.
* Jolarpet is still largely unchanged. The lazy afternoons are almost the same as 1989. A bunch of red serpents, calling themselves ‘goods’, having some humming and angry looking brownish AJJ WAG-5 locos (with some WAG-9s here and there), the big ‘Welcome to Jolarpet’ cement board at 30 degree angle, lots of lines and turnouts – the charm is (touchwood) retained and unaffected.

By and large, MAS-JTJ run was uneventful, except for a loop line halt at Vinnamangalam to allow precedence to HWH-YPR Duronto hauled by WAP-7 #30534 TATA.



The much expected mainline ripping was so-so ('Pongal' run in Rakesh Joshi's terminology) at Gudiyattam and Ambur, however Vaniyambadi did not disappoint.



The fun-filled action part started post JTJ. The multiple diesels started showing their full might while climbing the ghats. All the three of us were transported to our own childhood days in taking turns to stand at the door or peeping out of emergency windows to see the engine while negotiating a curve.

Notes from my diary:
SKPT 1355h
PU 1404/06 a brief halt to obtain block clearance
MAR 1426
KPN 1434
It was 40 minutes of sheer bliss in that February afternoon sun, who was not so harsh on us. He let us enjoy the scene! Looking at the smoking diesels while negotiating the curves was the peak moment we were all looking for. And we were fully satisfied.

Kuppam, the beautiful curvy station, was crossed non-stop, followed by a few more. Bisanattam 1444, Kamasamudram 1448 and Varadapura at 1452. SWR’s embarrassing ‘Kamasamudram Caution Order’, for a bridge that was ever ‘under repair’ state was no longer there.

Bowringpet (Bangarpet) halt was for two minutes 1457/1459. We got down and got a cup of coffee to refresh ourselves. A brief stop-and-start moment at Byatarayanahalli 1520, where we crossed the Double Decker to Chennai, followed by a halt at Malur, simultaneously getting precedence over the passenger from Marikuppam was at 1527/1529. 40 UP was crossed at 1541, just before Whitefield.

WFD 1544
KJM 1552/1555 – we then took the NE side of the triangle to march towards Channasandra.
CSDR 1604, pass through loop, getting precedence over a freighter.

Finally, we entered Yelahanka almost RT, into PF1. Happy to have traced the third line in the triangle, and most importantly, living that memorable trip of May 1989 once more. We booked an Uber to go to Sultanpalya and spend some time sharing this trip with my Periappa, who is a railfan himself (“why are they killing the 8 Mail with Karnataka Express, don’t they have brains?”).



Leg 2: The Deccan Odyssey
Having decided to put some catchy title phrases for the parts, this is the best I could conjure, ‘The Deccan Odyssey’.

After a sumptuous meal my Periamma had put together (did I mention that she is a railfan as well? Her type is like, “Why are they not running more trains from Bangalore to Tiruchi? How will people go to Srirangam – 6231 is always full!”), we bade good bye and booked an Uber to Krantivira Sangolli Rayanna (Bangalore Station), simply ‘City’ for us people from Madras. The other one is ‘Cantonment’. Yeshwantpurs and Yelahankas do not exist in our dictionary.

We were a bit early to reach, so got to watch 6589 Rani Channamma Express leave, the multi-passenger from Arsikere side arrive and (‘Kamadhenu!!’) the Jan Shatabdi with WDP-4D #40530 KJM arriving a few minutes BT portraying to a random visitor that he has never been late in his life-time. We need to ask all those people who have had their hearts in their mouths when this train was counting decimeters and centimetres after Tiptur. Anyway, our train got packed in PF8 in the meantime. WDP-4 #20054 KJM was the power. Shishir Jairam later informed that it is actually a 4B, but the marking is incorrect. H1 A Cabin 1 LB RF NBE. Coach 16001.

I was tired after the day-long railfanning from Madras and hit the berth. The coach was comfortable and cozy. It was an RT departure from SBC. I got up only when we have hopped almost 450 km, crossing Gudgeri at 0536h. The run was good. I went to the door and was doing some star gazing. The night sky, without the puntures of city lights, was adorable. The air was cold and the chillness was biting. I had to come back and get one some woolens to protect me. Being the third coach from the LHF running loco, the hum from the loco was resonating like divine music. The way the sound caught up when the loco starts accelerating after coasting through the down gradients of the Deccan plateau was simply mesmerizing.

Gudgeri 0536
Saunshi 0544
Kundgol 0552

Hubballi South 0608/0614. We were looped on the West line. I was sure it was for the crossing with 2726 Siddhaganga Express. It was not a surprise as we were a bit BT for a 0630 arrival at UBL. The scheduled departure for 2726 at UBL was 0600 and it is quite obvious that we are shown our place in the loop line! 2726 pierced the eerie early morning silence with a short hoot and dhadak-dhadak sound of the coaches that were accelerating in a brisk pace.


After a brief halt at ‘avuttar’ UBL Home for 4 minutes (0621/0625), we arrived in PF1 at 0630. By this time, Appa and Prabhu have got up. Having heard my marketing from my earlier Dandeli trip about how neat UBL PF1 was, and how it was designed like an airport, Appa wanted to get down and have a look. In the meantime, I walked towards the loco and got a click in the early morning light. We were door plating from Hubballi Jn to Dharwad. It was full of gentle gradients and hills with morning mist on the leaves of trees and shrubs that were dotting along. The EMD loco was fully powered up to his eighth notch and was singing songs in various ragams with its hum.

DWR 0715. Post my doorplating session, I had a very nice bath in the shower room of the H1 coach. No disappointments as the shower, the handle, the plumbing were working fine. The stainless steel walls were neat and stain-less, and overall, the room was ‘roomy’. Good space to sing your favourite songs and have a happy bath

LWR 0751/55

LD 0836/38. It was a brief halt at Londa Jn. Approx. 550 km from SBC. We packed our tiffin from the vendor, who has the big stall in the main platform – I became a slave of his dosais after tasting it once when I was aboard 6590. I haven’t travelled beyond Londa Jn towards Pune. 6508 covers this entire section in broad daylight – one main reason for my booking in this train. The block immediate North of Londa Jn (to Khanapur) was awesome. It was cutting through a thick reserve forest with good gradients. The lovely hum of the EMD loco was even lovelier with its echo from the forest. The first 20 minutes of run after Londa inside this forest, is something that should not be missed.

Gunji 0858

After a brisk run of about 30 minutes, we reached Belagavi at 0932. We were allotted PF1.

We welcomed a WDP-4D #40400 KJM hauled 1021 Chalukya Express into PF2. Soon after his arrival, the starter turned amber for us and with a long horn, we moved at 0940. For some good reason, even when the mainline was free, we crossed Sulebhavi at 0959 through East loop, while a multi-passenger from Miraj was waiting in the West loop. Appa decided to read some books and get some sleep as he was a bit tired after doing some doorplating. We were asked to halt in the East loop at Pachchapur (1027/1044).

As railfans, we wanted to do what a railfan ought to do during a crossing – get down and put scene that you know it is a crossing and you know an inch more than what common janatha know Not to be an exception, Prabhu and I got down the track side (non-platform) and took some photos. Soon, a multi-passenger arrived from Miraj side with a Kazipet Alco in the lead. We were near the loco, when the starter was given and even before we realized it is time for us to get back, the horn was sounded and two notches were deployed. To our horror, the door of H1 was locked from inside by the attendant. With the train starting to move, we perched on to the steps in front of the door. I assured a visibly concerned Prabhu that the next halt Ghataprabha is only 15 or 20 minutes away and we can manage – having travelled in the footboard of units in Madras, this discomfort was not threatening. I took my phone out and called Appa – lucky for us, both Vodafone and Airtel had mercy on us – he picked up the call and opened the door for us. We would have travelled for a good 5 – 10 km distance by then.


Ghataprabha 1106/1109, crossed 1304 Kolhapur – Manuguru Express here.

Chikodi Road 1124. This stretch post Londa was having one of my favourite trees, Palaash (Flame of the forest), growing abundantly.

Raibag 1136, crossing with another multi-passenger from Miraj with #11388 as the power.
Chinchili 1148, crossing with WDP-4 #20022 KJM SHF hauled 6533 BGKT-SBC Express
Kudachi 1153. Bridges over Ghataprabha, Malaprabha and Krishna were a good treat to watch.

We were adopted by Central Railways just before Miraj Junction. With a departure of WDG-4 hauled BCNA goods through Kurduwadi line and with a parallel entry from Kolhapur, we entered Miraj in style, and also with a hungry stomach. We bought lunch boxes from the platform vendor – a box of vegetable rice and a cup of curd was felt sufficient at that moment.



I cried out happily in an FB post:
“Inniki saayngaalam varaikkum...
Ende state Maharashtram
Ende baashai Marathi
Ende Chief Minister Devendra Fadnavis
Ende ommaachi Panduranga Vittal jeeeeeee.....”

(Till this evening, my state is Maharashtra, my language is Marati, my CM is Fadnavis and my deity is Vittala – posted in Malayalam, similar to a popular joke in Tamil cinema, where Actor Vivek, in order to woo his Malayali girl friend, will dress up like a typical Malayali and say a similar dialogue).

Appa was recollecting his trips to Miraj with thatha, when even the Kolhapur line was MG. We decided to take rest for a few hours and prepare ourselves for the run down the ghats before Pune.

Koregaon 1455/1505, crossing with Pune-KOP Passenger hauled by #11176
Satara 1517/1524

Cool comforts of the AC coach and some doorplating in hot sun, had its own side-effects. I decided to take an afternoon nap for a few hours, but got reminded of how Krishnan Sir teases me during my chord line trips – the overnight crossings in Chord Line are like Viswamithra, the Lower berth or an AC coach is like Menaka. A railfan who has vowed to witness all overnight crossings in the single line Chord Line section between Villupuram and TPJ should not fall to that Menaka and should be strong in his Tapas.

I got up when our train was made to wait for a crossing at Wathar. Koyna Express it was.

It is now time to go through the ‘Backyard of Pune’ (as Apu calls it), and put a check mark against these pilgrimage sites:

1. Rock Cutting at Adarki




2. Daundaj omega curve



3. Tunnels in Shindavane ghat section
4. Viaducts in Shindavane ghat section



5. Spotting the line from Daund
6. Spotting the remains of the MG line in the ghats.

All the above were done.

We crossed Shindavane station and were made to halt for a crossing at Sasvad Road. I used this opportunity to take another refreshing bath in the Shower Room. We then passed through Ghorpadi yard and entered Pune Jn PF1, 30 minutes BT.

With 35 minutes at our disposal, Appa decided to have a short walk out of the station, just to get the look and feel of how the City has changed over decades. It has been almost 40 years since he had visited Pune. In the meantime, Prabhu and I bought Vada Pav and Misal mix for our evening snack. The evening sun was painting his typical tinge on the face of the loco.

It was an RT departure from Pune. We slowly negotiated the points and started our downhill journey towards Mumbai. I was busy munching the snacks and didn’t get to witness the Harris Bridge or the scenic curve along Indrayani River near Kamshet. I was eagerly looking forward to enjoy the tunnels and hence came to the door at Khandala. We took the third line after a brief halt. A travel in late evening ensured that the view of the valley on the Western side was available and with all the lights on, it was glittering. The old and the new highways were glittering like a string of golden beads. The Khopoli town was like a hot oven with melting gold in it. After observing the restrictions at Monkey Hill cabin, we took the third line towards Nagnath Cabin. A few tunnels later, we were asked to close the doors and stay indoors as there have been nuisance observed during mandatory brake testing halts with stray complaints of lost baggage as well. We came back to the cabin and took some good rest. A brisk run ensured we were in Kalyan Jn in no time. I settled for some rotis and subji offered for sale by the pantry guys. The route from Diva triangle to Vasai Road was the last pending ‘untravelled’ section in my list for this trip. I retired for the day after getting to view the mainlines from the girder bridge at Kopar station. Our scheduled arrival time was 0440 the next day, so early to bed and early to rise.

With a full-day railfanning that happened, I slept like a log, only to be awaken by the alarm from the mobile. I tend to fully agree that the tune that a person hates the most will be his alarm tone. We reached BRC PF3 at 0440. After getting to meet Harsh Vardhan and a few railfans, we set off to NAIR by an auto.

No amount of reporting will cover even 25% of the pleasant experience that we had at the convention venue. So, I am skipping that part. Those who have attended have already experienced it, and those who haven’t yet, look forward to UBL2019!

Leg 3: The Opposite End

For a person from Madras, Ahmedabad is always ‘the opposite end’ if you talk about Navjeevan Express. I had initially booked in 22959 Jamnagar Intercity Express from BRC to SBI in FC class as that train, at the time of booking, had its unique First Class Sitting coach. Unfortunately, a circular that was since issued by WR mentioned that one of the two rakes will have its FS coach removed and a normal 2S coach will be attached with a sticker ‘Vice FC coach’. This put off my enthusiasm to travel in the last remaining FS coach. I booked in 2656 Navjeevan Express in SL. Travelling in Navjeevan in his last leg on the other end, still seems to be a bit weird to me. S8 1 LB FF NBE. Coach 13304. Power WAP-7 #30358 RPM. PF8.

It was a gingerly run all along, with technical details available in the trip report posted by Adithya (he joined us from BRC). May be the train knew very well that he is returning home after a long trip of 3700 km. The same feel what we get when we board the taxi home from airport for the last mile.

Trip jottings:
BRC 1630
ANND 1714
ND 1730/1732
MHD 1745
NEP 1748
KANJ 1751
BJD 1753

VTA 1811. Vatva was very different from what I observed in my 2015 (first) trip. It was during peak monsoon – enjoyable drizzle not hampering my doorplate. I sang loudly, “yeh mausam ka jadhoo hai Vatvaa!!”. It was a bit dry and cold, even the diesel locos near the shed seemed to be not having a forthcoming face. After negotiating Vatva, we halted before Mani Nagar station for the LC to be closed. A longish wait, long enough for Adithya and myself to get down, cross the Up line and click some photographs. Anyway, there is no risk here as the LC had to be closed, no Up train will be able to cross that LC, our train will not move until the LC is closed and more importantly, nobody will lock us out by closing the SL class coach doors!

We rolled into Ahmedabad Jn almost RT. One of my colleagues, Sasi came to the station to meet me. We took a BRT Bus and went to a hotel near Ellis bridge. Two more colleagues joined us here for a typical Gujarati thali dinner. Adithya signed off. We then went to the Sabarmati river front to enjoy some views of trains passing through the girder bridge over Sabarmati river. I was lucky to capture an accelerating 5667 GIMB-KYQ Express over the bridge.



After spending an hour there, my colleagues dropped me at the Airport. A boring wait to board the plane and we were back home a few hours later. Took an Uber back home and enjoyed by Sunday, preparing mentally and physically to be back to the routines in office from the week ahead.

Thank you for your patient reading. Comments, feedback are most welcome!

- Aravind (Ara / 'Saidapet South Cabin Controller')

TPJ for 1A LHB

24 SEP 2018 6859 MBM PF4 HA1 CABIN A 1 LB FF BE Coach 00031 Power 22904 ED

MBM 2335
PV 59
TBM 0.7/11
LLI 4.43
SRGM 54/55
TPTN 5.0
GOC 5
TPJ 20. PF 2.

40172 GOC took over.

76542 TDPR Pass PF6 TPJ GS Lady CLP

TPJ 1547
GOC 55/16.13 Freight let ahead
TPTN 19/21
SRGM 27 PF 1

25 SEP 2018 6178 TPJ PF1 H1 A 4 UB FF NBE Coach 16001 Power 30693 RPM

RT dep
MS 4.50 PF 5. Subham.