Palace on Wheels - the name says it all. On aboard India's most famous tourists' train, you get a taste of royalty, which was once reserved only for the kings and queens. Right from the time, you arrive at the station to start off your journey to the time you come back, it is a royal treat. Nowhere else in the world can you experience the luxury that has now become the hallmark of the Palace on Wheels.
A Traditional Welcome
Delhi Cantonment station is special. Why? Because it is from here that you begin a sojourn of a lifetime. Traditional Indian welcome at the station reminds you that you are in a country which is rich in culture. It is also indicative of the kind of treatment you will be enjoying for the next one week.
A Khidmatgar For You
If you have heard this word for the first time, you will definitely want to know what it means. Well, in the erstwhile era, the personal attendants of the kings were known by this name. This is the person, who, on your arrival, will make sure that your luggage is transferred to your saloon without you facing any kind of hassles. Even throughout the journey, he will constantly be at your service whenever you need him.
Coaches And Their Interiors - Inspired By Rajput Princely States
As you board the train, you will notice that the coaches have names like Alwar, Bikaner, Jaisalmer, Bundi, Jaipur, Jhalwar, Kota, Sirohi and Udaipur. These were the names of the princely states of Rajput rulers in Rajasthan. Sounds regal! Right? This regal touch goes further when you realise that each of the coach has interiors that highlights the characteristics or speciality of the princely state it has been named after.
For example, the Bharatpur coach is inspired by the famous bird sanctuary that the place is home to. The relief work and the white cedar inlay work on the coach shows various species of birds. Moreover, with a colour scheme that is a remarkable blend of beige and aqua green, the coach is every bit symbolic of the lush greenery of the Bharatpur bird sanctuary.
The coach named after Bikaner is equally mesmerizing. Of special attractions is the lounge with its catchy colour scheme of burning red and gold inspired by the decor of the Anup Mahal and Padam Mahal of the Junagarh fort. The art work of the lounge too reminds of Mughal -influenced style of Bikaner School of Art.
The city of Jaisalmer also has a coach named after it. It is famous for its sandy landscape and havelis and accordingly, the colour scheme is the beige of the desert sand. The celing of the lounge has carved jharokhas which is inspired from the havelis.
Similarly, the other coaches of the train (there are 14 in total) too have interiors that highlight the speciality of the place in Rajasthan they have been named after. The royal insignia of each of the princely state also find a prominent place in their respective coaches. These interiors, no doubt, have a big role to play in creating an environment for you that is royal.
Modernity Blends With Royalty - In Chambers As Well As In Restaurants & Bars
The Palace on Wheels does not merely offers an opportunity to enjoy the luxuries of royal past. Rather, it allows you to enjoy all modern facilities you can think of. The four twin bedded chambers, that form part of each coach, are laced with facilities like channel music, intercom, attached toilets, running hot and cold water and shower to make you feel comfortable. It is as if you are staying in a five star hotel.
The two restaurant of the Palace on Wheel with evocative names, The Maharaja and The Maharani have a decor that is every bit royal. However, the cuisine on offer is varied - Continental, Chinese, Indian and Rajasthani. Again, the bar too exudes of royalty but the stock comprises the best of the Indian and international brands. With traditionally clad attendants serving, you feel all the more special.
The Royal Journey
Starting off from the Delhi cantonment, the train cruises through some of the most exotic destinations in the state of Rajasthan - Jaipur, Jaisalmer, Jodhpur, Sawai Madhopur, Ranthambore, Chittaurgarh, Udaipur, Bharatpur and Agra. At each of these destinations, an air conditioned luxury coach will take you on a trip to explore the attractions of the city. These attractions comprise the gorgeous creations of nature as well as man himself. You will see the towering forts and elegant palaces that are the standing reminder of bygone era. You will also enjoy spotting some majestic animals and colourful birds in the forests of the state. At various destinations, shopping forms a major highlight.
Throughout the week, the train travels between destinations during night hours while the day time is reserved for sightseeing.
The Experience At The End Of The Journey
The exhilaration felt throughout the journey is unparalleled. The royal treatment and modern luxuries combine to pamper you to such an extent that at the end of the trip, you actually feel sad at leaving the train. There is so much of relaxation inside that once outside, you feel like restarting your journey. However, this is bit difficult as this moving palace is always booked well in advance. So after showing you what regality actually means, the train readies itself for another round, to recreate the magic of the royal era for next group of people.
For you, though the journey ends, yet the royal feel of it will stays throughout your lifetime.
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Tuesday, August 26, 2008
Palace on Wheels
Palace on Wheels - the name says it all. On aboard India's most famous tourists' train, you get a taste of royalty, which was once reserved only for the kings and queens. Right from the time, you arrive at the station to start off your journey to the time you come back, it is a royal treat. Nowhere else in the world can you experience the luxury that has now become the hallmark of the Palace on Wheels.
A Traditional Welcome
Delhi Cantonment station is special. Why? Because it is from here that you begin a sojourn of a lifetime. Traditional Indian welcome at the station reminds you that you are in a country which is rich in culture. It is also indicative of the kind of treatment you will be enjoying for the next one week.
A Khidmatgar For You
If you have heard this word for the first time, you will definitely want to know what it means. Well, in the erstwhile era, the personal attendants of the kings were known by this name. This is the person, who, on your arrival, will make sure that your luggage is transferred to your saloon without you facing any kind of hassles. Even throughout the journey, he will constantly be at your service whenever you need him.
Coaches And Their Interiors - Inspired By Rajput Princely States
As you board the train, you will notice that the coaches have names like Alwar, Bikaner, Jaisalmer, Bundi, Jaipur, Jhalwar, Kota, Sirohi and Udaipur. These were the names of the princely states of Rajput rulers in Rajasthan. Sounds regal! Right? This regal touch goes further when you realise that each of the coach has interiors that highlights the characteristics or speciality of the princely state it has been named after.
For example, the Bharatpur coach is inspired by the famous bird sanctuary that the place is home to. The relief work and the white cedar inlay work on the coach shows various species of birds. Moreover, with a colour scheme that is a remarkable blend of beige and aqua green, the coach is every bit symbolic of the lush greenery of the Bharatpur bird sanctuary.
The coach named after Bikaner is equally mesmerizing. Of special attractions is the lounge with its catchy colour scheme of burning red and gold inspired by the decor of the Anup Mahal and Padam Mahal of the Junagarh fort. The art work of the lounge too reminds of Mughal -influenced style of Bikaner School of Art.
The city of Jaisalmer also has a coach named after it. It is famous for its sandy landscape and havelis and accordingly, the colour scheme is the beige of the desert sand. The celing of the lounge has carved jharokhas which is inspired from the havelis.
Similarly, the other coaches of the train (there are 14 in total) too have interiors that highlight the speciality of the place in Rajasthan they have been named after. The royal insignia of each of the princely state also find a prominent place in their respective coaches. These interiors, no doubt, have a big role to play in creating an environment for you that is royal.
Modernity Blends With Royalty - In Chambers As Well As In Restaurants & Bars
The Palace on Wheels does not merely offers an opportunity to enjoy the luxuries of royal past. Rather, it allows you to enjoy all modern facilities you can think of. The four twin bedded chambers, that form part of each coach, are laced with facilities like channel music, intercom, attached toilets, running hot and cold water and shower to make you feel comfortable. It is as if you are staying in a five star hotel.
The two restaurant of the Palace on Wheel with evocative names, The Maharaja and The Maharani have a decor that is every bit royal. However, the cuisine on offer is varied - Continental, Chinese, Indian and Rajasthani. Again, the bar too exudes of royalty but the stock comprises the best of the Indian and international brands. With traditionally clad attendants serving, you feel all the more special.
The Royal Journey
Starting off from the Delhi cantonment, the train cruises through some of the most exotic destinations in the state of Rajasthan - Jaipur, Jaisalmer, Jodhpur, Sawai Madhopur, Ranthambore, Chittaurgarh, Udaipur, Bharatpur and Agra. At each of these destinations, an air conditioned luxury coach will take you on a trip to explore the attractions of the city. These attractions comprise the gorgeous creations of nature as well as man himself. You will see the towering forts and elegant palaces that are the standing reminder of bygone era. You will also enjoy spotting some majestic animals and colourful birds in the forests of the state. At various destinations, shopping forms a major highlight.
Throughout the week, the train travels between destinations during night hours while the day time is reserved for sightseeing.
The Experience At The End Of The Journey
The exhilaration felt throughout the journey is unparalleled. The royal treatment and modern luxuries combine to pamper you to such an extent that at the end of the trip, you actually feel sad at leaving the train. There is so much of relaxation inside that once outside, you feel like restarting your journey. However, this is bit difficult as this moving palace is always booked well in advance. So after showing you what regality actually means, the train readies itself for another round, to recreate the magic of the royal era for next group of people.
For you, though the journey ends, yet the royal feel of it will stays throughout your lifetime.
Deccan Odyssey
With one of the largest rail networks in the world, India invites tourists from all over to explore its hidden and not so hidden treasures by train. Along with the usual trains that run for the convenience of the people, there are some special trains that are operated specifically for tourists. These trains take the tourists down for a memorable trip to some of the most beautiful and interesting places of the country. For example, the Heritage trains will take you to all those places where Indian history and culture have left an indelible impression. Then, there are also a number of Toy Trains in India which have their own unique charm. Running on a narrow guage, these trains traverse past the most scenic attractions of the country.
What is quiet attractive in some of these trains is the kind of treatment accorded to the passengers. It is pampering to the extent of almost spoiling. Also you will feel yourself transported to a completely different era when life drifted at a more leisurely pace and comfort was more easy to enjoy.
A trip in these trains will also introduce you to a large number of people belonging to different religion and communities. It will make you realise the truth about the cultural diversity of India. Board these trains in India and reach out to a large number of destinations and people. Experience the regality of yesteryears and the vibrancy of present.
What is quiet attractive in some of these trains is the kind of treatment accorded to the passengers. It is pampering to the extent of almost spoiling. Also you will feel yourself transported to a completely different era when life drifted at a more leisurely pace and comfort was more easy to enjoy.
A trip in these trains will also introduce you to a large number of people belonging to different religion and communities. It will make you realise the truth about the cultural diversity of India. Board these trains in India and reach out to a large number of destinations and people. Experience the regality of yesteryears and the vibrancy of present.
Passengers push train in India
You have seen people pushing a bus to rev up the vehicle's engine. On Tuesday, passengers of a train were asked by its driver to get out and do an encore.
The bizarre incident took place near Banahi station in Bihar, about 80 km from Patna, with the passengers slogging it out for more than half-an-hour to move the electric locomotive.
It so happened that a passenger of the Patna-Buxar electric modified unit train pulled its emergency chain and the locomotive came to a halt in a neutral zone, a 14-metre length of track where there is no power in the overhead wires. A train's momentum usually allows it to continue moving through neutral zones.
Danapur rail division PRO R K Singh said the driver detached the locomotive and asked the passengers to push it into the power zone area. Once it was achieved, the driver reversed the locomotive, re-attached it to the coaches and resumed the on ward journey.
Railway officials admitted the freak incident had no precedent, at least not in the Danapur rail division.
The bizarre incident took place near Banahi station in Bihar, about 80 km from Patna, with the passengers slogging it out for more than half-an-hour to move the electric locomotive.
It so happened that a passenger of the Patna-Buxar electric modified unit train pulled its emergency chain and the locomotive came to a halt in a neutral zone, a 14-metre length of track where there is no power in the overhead wires. A train's momentum usually allows it to continue moving through neutral zones.
Danapur rail division PRO R K Singh said the driver detached the locomotive and asked the passengers to push it into the power zone area. Once it was achieved, the driver reversed the locomotive, re-attached it to the coaches and resumed the on ward journey.
Railway officials admitted the freak incident had no precedent, at least not in the Danapur rail division.
Saturday, August 23, 2008
How Does join in Indian Railway?
As a career option, Indian Railways is definetely worth considering for any bright young graduate, who is all set on choosing a career. So how does one join the Indian Railways?
1) After completing Higher Secondary School (Standard XII), one can appear for the Special Class Railway Apprentice (SCRA) examinations conducted by the Union Public Service Commission(UPSC), Dholpur House, New Delhi. This exam is extremely competitve, as there are a limited number of vacancies available (16 or so, when I wrote this examination circa 1993. The number of seats on offer as of now, might be different).
Succesful candidates join as technical apprentices (Special Class) and are sent to the Indian Railways Institute of Mechanical Engineering (not sure about the exact name) at Jamalpur. Here, they are put through a four(?) year technical course, and I guess they have to clear the examinations conducted by the Institution Of Engineers. Once cleared, they are directly recruited as officers under the cadre of Indian Railways Service Of Mechanical Engineers (IRSME).
Officers coming via the SCRA route have a distinct advantage over the others -- they climb the corporate (read railway) ladder rather quickly, compared to their counterparts who join after clearing IES. Many of them go on to become General Managers & Members of the Railway Board. Of course, to be come a GM, they have to put in stint as a DRM.
2) After completing Engineering, candidates aspiring for a job with IR have to clear the Indian Engineering Services (IES) examinations, conducted by the UPSC. These examinations are tough, as they question you on the technicals of the subjects which you had studied in engineering. The competition is hectic, as only the top cream of the successfull candidates get an offer from the railways. Other have to settle for CPWD, MES, NHAI etc...
Candidates from Civil, Mechanical, Electronics, and Electrical branches of engineering, are inducted into the railways into their respective cadres (Indian Railways Service Of Civil/Mechanical/Electrical/Telecom Engineers respectively). They all are given training at their respective institutions. (For IRSE engineers, it is the Indian Railways Institute Of Electrical Engineering (IREEN) at Nashik, and the Railway Staff College, at Vadodara (common for all).
3) You can also get into the Railways by appearing for the Civil Services examinations. If you get a good rank, you might opt for the Indian Railways Traffic Service (IRTS), or the Indian Railways Accounts Service (IRAS).
4) For technical level posts and lower level posts, the regional Railway Recruitment Boards conduct regular examinations for the posts of Drivers, Assistant Drivers, Stations Masters, Section Engineers etc.
5) Meritorious sportspersons are also encouraged to join the Indian Railways under the Sports Quota.
6) Doctors and surgeons can join the Railways, and they come under the Indian Railways Medical Service (IRMS) cadre. Railways have full-fledged hospitals at the divisional level & at zonal headquarters. Some of them are famous (PER railway hospital is famous for heart surgery).
7) On humanitarian grounds, if a railway employee dies while in active service, the next of kin might be given a job on compassionate grounds (breadwinner case).
And at the lowest level, helpers or attendants functioning as bungalow peons might be eventually absorbed into regular service as khalasis and helpers.
1) After completing Higher Secondary School (Standard XII), one can appear for the Special Class Railway Apprentice (SCRA) examinations conducted by the Union Public Service Commission(UPSC), Dholpur House, New Delhi. This exam is extremely competitve, as there are a limited number of vacancies available (16 or so, when I wrote this examination circa 1993. The number of seats on offer as of now, might be different).
Succesful candidates join as technical apprentices (Special Class) and are sent to the Indian Railways Institute of Mechanical Engineering (not sure about the exact name) at Jamalpur. Here, they are put through a four(?) year technical course, and I guess they have to clear the examinations conducted by the Institution Of Engineers. Once cleared, they are directly recruited as officers under the cadre of Indian Railways Service Of Mechanical Engineers (IRSME).
Officers coming via the SCRA route have a distinct advantage over the others -- they climb the corporate (read railway) ladder rather quickly, compared to their counterparts who join after clearing IES. Many of them go on to become General Managers & Members of the Railway Board. Of course, to be come a GM, they have to put in stint as a DRM.
2) After completing Engineering, candidates aspiring for a job with IR have to clear the Indian Engineering Services (IES) examinations, conducted by the UPSC. These examinations are tough, as they question you on the technicals of the subjects which you had studied in engineering. The competition is hectic, as only the top cream of the successfull candidates get an offer from the railways. Other have to settle for CPWD, MES, NHAI etc...
Candidates from Civil, Mechanical, Electronics, and Electrical branches of engineering, are inducted into the railways into their respective cadres (Indian Railways Service Of Civil/Mechanical/Electrical/Telecom Engineers respectively). They all are given training at their respective institutions. (For IRSE engineers, it is the Indian Railways Institute Of Electrical Engineering (IREEN) at Nashik, and the Railway Staff College, at Vadodara (common for all).
3) You can also get into the Railways by appearing for the Civil Services examinations. If you get a good rank, you might opt for the Indian Railways Traffic Service (IRTS), or the Indian Railways Accounts Service (IRAS).
4) For technical level posts and lower level posts, the regional Railway Recruitment Boards conduct regular examinations for the posts of Drivers, Assistant Drivers, Stations Masters, Section Engineers etc.
5) Meritorious sportspersons are also encouraged to join the Indian Railways under the Sports Quota.
6) Doctors and surgeons can join the Railways, and they come under the Indian Railways Medical Service (IRMS) cadre. Railways have full-fledged hospitals at the divisional level & at zonal headquarters. Some of them are famous (PER railway hospital is famous for heart surgery).
7) On humanitarian grounds, if a railway employee dies while in active service, the next of kin might be given a job on compassionate grounds (breadwinner case).
And at the lowest level, helpers or attendants functioning as bungalow peons might be eventually absorbed into regular service as khalasis and helpers.
Travelling in Sleeper Coaches
Having travelled in the 'Shayanyan Shreni' (Sleeper Class) for a considerable distance on many trains, I have gathered some usefull tips which might be of use for others. (These are strictly my observations.. other might have views different than those of mine)
Booking Berths
To start off: While booking your ticket, in the reservation form mention 'Mid-Coach-Inside-LB', in the preferences column of the form. (That is, only when you know that sufficient berths are available, and you can have the luxury of choice.) Also keep in mind, that if you do not mention any preference, you might even end up with berth no: 72(SUB), even if you happen to be one of the first guys booking your accomodation.
Why 'mid-coach'? (Berths 25 to 40 etc)?
The light from the corridors will not affect your night's sleep (if you are undertaking a night journey); the light from the coach ends invariablly illuminates the first and the last bays (1 to 8 and 65 to 72), much against our wishes.
There are chances that your luggage might be much more safer, if you are, in the middle of the coach. (Any person, near the door can walk off coolly with your belongings, at any roadside station, before you can blink an eye). Many of my friends lost their shoes, hand bags etc, just because they happened to be booked on one of the side berths towards the end of the coach, and were not careful enough. In any case, it is always better to secure your luggage with the help of a safety chain.
The smell from the toilets might not bother you that much, if you happen to be in the middle of the coach. Toilets do tend to stink badly within a few hours of commencement of journey, and this can be terrible.
Why 'Inside-Lower-Berth'?
An inside berth is much more comfortable, and is lengthier than a side berth. And for a tall person like me, side berths especially the side uppers are a strict no-no. And then you will not be quite disturbed, by the movement of people in the corridor, if you happen to be on an inside berth.
Lower berth: Well, you can catch up on some railfanning during the night. If its a full moon night, it would be even better. The sight of a WAP-4 or a WDM-2/WDP-4 zooming away, the twin headlights piercing the darkness of the night, those all clear green signals a few miles away, all these can be a treat to watch. Of course, invariably, you will get a request from a co-passenger to down the shutters. It is a safe practice to down the shutters before you hit the berth. If it's an overnight journey, and you have had a tiring day at work, then the inside upper berth would be more suitable, as you would get an unhindered night's sleep, not to be disturbed by the lights of the passing stations, the announcements etc.
It has been observed that during day time journeys, short distance passengers board SL coaches, and make themselves comfortable on our berths. I follow a simple procedure. I pull up the middle berth, and spread out my bedsheet and air pillow across the berth and stretch myself out lazily. This would deter many a short distance traveller from sitting on my berth. After all, why am I paying the SL class fare? (Let me hasten to say that this might not work under all circumstances.)
Beggars, Wandering Mendicants, Urchins, Hawkers, Eunuchs -- a common sight
Beggars. They are ubiquitous. Ignore them. The blind couple types, who sing an apology-for-a-song, as they go about begging for alms... The women with crying babies-in-arms, who try to evoke your sympathy, with fervent 'please...' for milk, food for the little one. The floor-cleaner-urchin types... With a rag in hand, the small fellow will clean your compartment floor and then beg for alms. Some do it diligently, others just put up an act. The singing-balladeers: A small girl/boy with a couple of stones in hand, sing a popular movie song accompanied by the clackety clack of the stones. The card-droppers: A man or woman will quickly go through the coach handing you cards, that urge you to donate towards some orphanage, etc. and then come back, requesting for 'donations'. Don't be fooled! Eunuchs: Some 'request' money in a mild tone, others tend to get aggressive. Ignore them.
Food
In almost all of the long distance pantry cars, you get dinner, lunch, etc., in casseroles. Some might be good, and others might be quite bad, depending on the base kitchen from where they have been obtained). You can either order the food from the PC, or best, get down at the major stations and check out the food stuffs available. Most of them are good; you get hot puris, or say any other food stuff, which is made minutes before the train pulls in to the platform. Omelettes, etc. - wash them down with a glass of fruit juice. (At Sholapur, you get some real good Paav Bhaji And Vada Paav, at Visakhapatnam, you get hot puris, dosas, etc.)
Toilets
Toilets -- They stink most of the time making the journey a bit uncomfortable. What can be done?
Well at many of the big stations, you do have the sanitary staff clean the toilets with the mechanized toilet cleaner, but then again, as the train proceeds further, things are back to square one. Blame it, more often than not, on the passengers themselves, who do not flush the toilets properly.
All of you might not like it, but do what I do. Carry a bottle of Domex or scented phenyl with you. This might sound ridiculous, but believe me, it does save you from stinking toilets. Or just close your nose, and pretend that the smell never existed!
Miscellaneous
Also carry an old newspaper with you. Upper berths (or any berths or seats for that matter) can get quite dusty, and require a proper dusting. Safe drinking water is a must. You cannot trust even bottled mineral water nowadays, but then compared to the water available at stations, they seem a better bet. And a first-aid kit with medicines for stomach ache, headache, nausea, disinfectants, cotton, etc., might prove handy in unforeseen circumstances.
To conclude, travelling by sleeper class can be a pleasure or a pain. It's up to you how you take it. Thanks for reading this. As usual, comments are most welcome.
Booking Berths
To start off: While booking your ticket, in the reservation form mention 'Mid-Coach-Inside-LB', in the preferences column of the form. (That is, only when you know that sufficient berths are available, and you can have the luxury of choice.) Also keep in mind, that if you do not mention any preference, you might even end up with berth no: 72(SUB), even if you happen to be one of the first guys booking your accomodation.
Why 'mid-coach'? (Berths 25 to 40 etc)?
The light from the corridors will not affect your night's sleep (if you are undertaking a night journey); the light from the coach ends invariablly illuminates the first and the last bays (1 to 8 and 65 to 72), much against our wishes.
There are chances that your luggage might be much more safer, if you are, in the middle of the coach. (Any person, near the door can walk off coolly with your belongings, at any roadside station, before you can blink an eye). Many of my friends lost their shoes, hand bags etc, just because they happened to be booked on one of the side berths towards the end of the coach, and were not careful enough. In any case, it is always better to secure your luggage with the help of a safety chain.
The smell from the toilets might not bother you that much, if you happen to be in the middle of the coach. Toilets do tend to stink badly within a few hours of commencement of journey, and this can be terrible.
Why 'Inside-Lower-Berth'?
An inside berth is much more comfortable, and is lengthier than a side berth. And for a tall person like me, side berths especially the side uppers are a strict no-no. And then you will not be quite disturbed, by the movement of people in the corridor, if you happen to be on an inside berth.
Lower berth: Well, you can catch up on some railfanning during the night. If its a full moon night, it would be even better. The sight of a WAP-4 or a WDM-2/WDP-4 zooming away, the twin headlights piercing the darkness of the night, those all clear green signals a few miles away, all these can be a treat to watch. Of course, invariably, you will get a request from a co-passenger to down the shutters. It is a safe practice to down the shutters before you hit the berth. If it's an overnight journey, and you have had a tiring day at work, then the inside upper berth would be more suitable, as you would get an unhindered night's sleep, not to be disturbed by the lights of the passing stations, the announcements etc.
It has been observed that during day time journeys, short distance passengers board SL coaches, and make themselves comfortable on our berths. I follow a simple procedure. I pull up the middle berth, and spread out my bedsheet and air pillow across the berth and stretch myself out lazily. This would deter many a short distance traveller from sitting on my berth. After all, why am I paying the SL class fare? (Let me hasten to say that this might not work under all circumstances.)
Beggars, Wandering Mendicants, Urchins, Hawkers, Eunuchs -- a common sight
Beggars. They are ubiquitous. Ignore them. The blind couple types, who sing an apology-for-a-song, as they go about begging for alms... The women with crying babies-in-arms, who try to evoke your sympathy, with fervent 'please...' for milk, food for the little one. The floor-cleaner-urchin types... With a rag in hand, the small fellow will clean your compartment floor and then beg for alms. Some do it diligently, others just put up an act. The singing-balladeers: A small girl/boy with a couple of stones in hand, sing a popular movie song accompanied by the clackety clack of the stones. The card-droppers: A man or woman will quickly go through the coach handing you cards, that urge you to donate towards some orphanage, etc. and then come back, requesting for 'donations'. Don't be fooled! Eunuchs: Some 'request' money in a mild tone, others tend to get aggressive. Ignore them.
Food
In almost all of the long distance pantry cars, you get dinner, lunch, etc., in casseroles. Some might be good, and others might be quite bad, depending on the base kitchen from where they have been obtained). You can either order the food from the PC, or best, get down at the major stations and check out the food stuffs available. Most of them are good; you get hot puris, or say any other food stuff, which is made minutes before the train pulls in to the platform. Omelettes, etc. - wash them down with a glass of fruit juice. (At Sholapur, you get some real good Paav Bhaji And Vada Paav, at Visakhapatnam, you get hot puris, dosas, etc.)
Toilets
Toilets -- They stink most of the time making the journey a bit uncomfortable. What can be done?
Well at many of the big stations, you do have the sanitary staff clean the toilets with the mechanized toilet cleaner, but then again, as the train proceeds further, things are back to square one. Blame it, more often than not, on the passengers themselves, who do not flush the toilets properly.
All of you might not like it, but do what I do. Carry a bottle of Domex or scented phenyl with you. This might sound ridiculous, but believe me, it does save you from stinking toilets. Or just close your nose, and pretend that the smell never existed!
Miscellaneous
Also carry an old newspaper with you. Upper berths (or any berths or seats for that matter) can get quite dusty, and require a proper dusting. Safe drinking water is a must. You cannot trust even bottled mineral water nowadays, but then compared to the water available at stations, they seem a better bet. And a first-aid kit with medicines for stomach ache, headache, nausea, disinfectants, cotton, etc., might prove handy in unforeseen circumstances.
To conclude, travelling by sleeper class can be a pleasure or a pain. It's up to you how you take it. Thanks for reading this. As usual, comments are most welcome.
Train in Indian Cinema
A compilation of movies where Indian steam trains can be seen. This list was compiled by Harsh Vardhan with contributions from other IRFCA members.
Aadmi Aur Insaan (1969) Towards the end, this Dharmendra, Saira Banu, Mumtaz and Firoz Khan starrer has a thrilling sequence on board the WP Hauled luxury train, which I believe is Frontier Mail as this is pre-Rajdhani era. The scenes were shot in the First Class A/C and the Dinning Car. To show that the train is on it's way to Delhi they have shown a mix of WP hauled trains including a rare shot of the Blue WP (with crown on the smokestack) hauled Flying Ranee between Mahim and Bandra stations (Contributed by Viraf Mulla).
Aankhen (1968) At the outset of this spy film, a WG hauled train is shown blown up by foreign agents while traversing a bridge in Assam. Note that there was very little broad gauge in Assam at this time though (Contributed by Viraf Mulla)!
Achut Kanya (1936) In this Ashok Kumar and Kanan Devi film has Kanan Devi playing the role of a level crossing gatekeeper's daughter who averts an accident towards the end of the film. (Contributed by Viraf Mulla).
Aakhri Khat (1966) Aakhri Khat is the tale of toddler on the streets of Delhi as he goes on a searching quest for his mother who passed away. The child oblivious to the fact that his mother is no more retraces his steps to the last place where he saw her thinking his mother is playing an elaborate game of hide and seek. In the meantime he survives on the crumbs that he finds on the streets and of the leftovers of others. During his escapades, thes child played by Master Bunty also sleeps between the tracks whilst a steam train passes over him and he escapes unscathed (Contributed by Viraf Mulla).
Aap Ki Kasam (1974) Rajesh Khanna is leaving Bombay for good after having gone through a divorce, which he now realizes, was only due to his suspicious nature and not being able to trust his wife. He boards a long distance train that obviously is hauled by a DC electric as one can also see in the long shots of the train on a curve. However, I suppose for more effect, they show you close up shots of a WP wheels, cylinders and firebox to depict the motion of the train and the anguish inside the man. Song Zindagi ke safar mein plays in the background and was an instant hit.
Andaz (1971) At the very end of the film, there is a station scene when the father in law Ajit comes to take Hema Malini back, whom he had discarded after the accidental death of his son. No complete locomotive here but there is a steam whistle depicted and you can also see bar less windows in 2S class coaches.
A Passage to India (1984) Based on E.M. Forster's book and set in imperial India, the film opens with a scene showing arrival of a ship from England at Bombay Port. The passengers head to Bombay VT to board the Imperial Mail. There are some very true to life sights and sound in the scenes showing this journey. When the old woman and her intended daughter-in-law arrive at their destination Chandrapore, there is much pomp as the chief of the town is also arriving by the same train. On their journey home from the station, they stop at a level crossing for a passenger train with XE locomotive and full of natives up to the roof shows the total contrast in the lifestyles of the rulers and the ruled. Dr. Aziz played by Victor Banerji befriends the two women and proposes to take them for a picnic to Marabar caves. The journey to the caves by rail is on the disguised Nilgiri Railway and is done very well. Later when Mrs. Moore is leaving for England, only her son and Prof. Godbole come to see her off as she is seen leaving Chandrapore station at night by the Imperial Mail.
Aradhana (1969) Rajesh Khanna serenades Sharmila Tagore while he is on a Jeep and she is riding the Up DHR train. The song Mere sapnon ki rani became an instant super hit and is probably the best known song featuring a train in India Cinema. There have been many other songs with DHR in background but this one was probably the first one in colour. It shows several important features of DHR including the sharpest curve at the `Agony Point.'
Basant (1960) Very good shots of WP locomotive can be seen many times in this film (Contributed by Capt. J.D. Singh).
Baharen Phir Bhi Aayengi (1966) Dharmendra is a happy go lucky but principled young man. He has been fired from yet another job and is going home by one of the narrow gauge trains on Martin's Light Railway (probably the Sheakhala branch) network at Howrah. While his friend pokes fun at him, he sings the title song standing mostly at the door of the train while it whizzes by a rural backdrop. Later one of the female leads played by Tanuja who is also in the same train tries to jump from moving train and is saved by our hero.
Bahu Begum (1967) Nawab Sikandar Mirza goes to Lucknow and this trip is depicted by a momentary shot of a WG hauled mixed passenger train with four wheeled covered wagons in the lead.
Bhowani Junction (1956) Based on the masterpiece from John Masters, this film is about Anglo Indian community in pre-partition India. Set at imaginary railway town called Bhowani Junction, this film has sterling performances by Ava Gardner, Bill Travers and Stewart Granger amongst others. Victoria Jones played by Ava is an Anglo Indian girl who is constantly tormented by her inability to find an identity and belongingness in India just before partition. Her father is a locomotive driver and she works for the Women Army Corps. A large part of the film is set around railways that played an all-important role during war years, before and after partition and 100% powered by steam. The railway scenes in the film were shot in Lahore and other parts of North-west Pakistan however there are occasional glimpses of standard gauge and other railway stock from England. You can XC, SG(S) and HGS class locomotives here amongst others. The train sabotage/derailment and rescue scene is done very well.
Boond Jo Ban Gayi Moti (1967) At the end of the film, Jeetendra, the teacher who is accused of murder of a village girl but it is his stepbrother who confesses to it in the court. His account of his leaving the village after the murder is shown by a double-headed narrow gauge steam train with ZE class locomotives at helm. This is Satpura Railway in all possibility.
Boy Friend (1961) (B/W) Boy Friend Shammi Kapoor is a happy go lucky person who is interested in working in theatre. In the early part of the film, he hops aboard the roof of the Simla - Kalka train and sings Mujhe apna yaar bana lo. This is a mixed train with six carriages and is hauled by a ZF class No. 75 locomotive. At the end of the song the train comes out of a tunnel no. 103 whistling and goes through a sharp S curve just after the tunnel
Brahmachari (1968) Shammi Kapoor play the eternal bachelor who only aims in life is to adopt homeless children and raise them like his own. One day he takes them out for a picnic. This is Sayaji Garden at Baroda and although this is no mainline run, it is still real 4-6-2 steam engine on a 12" gauge pulling a train full of children in open carriages. The song is Chakke pe chakka chakke pe gaadi.
China Town (1962) (B/W) Shammi Kapoor disguises as a holy man to be with his sweetheart Shakila. She is traveling first class in the down DHR train with her father who doesn't approve of Shammi Kapoor. He breaks into the bhazan Dekho ji ek bala jogi matwala and you can see several scenes of the Up train including one at the Batasia loop before the end of the song.
Daag (1973) Rajesh Khanna is a convicted murderer who has escaped from the jail van that met with an accident. He is still handcuffed on one arm with another prisoner. They hang across the rail of what look like the old Vasai Bridge at night and a WP hauled train helps cut the handcuff off. Everyone believes that he has died in the accident and his widow Sharmila Tagore moves on to Simla to find work as a teacher. This move is shown `incorrectly' with a nice shot of the Darjeeling train at the Batasia loop with Kanchenjunga in the backdrop. Later she sings Hawa Chale Kaise to her young son to put him to sleep and a part of the song is picturised on the older Kalka - Simla Railcar (Contributed by Viraf Mulla).
Dal-pati (Thalapathi) (1991) Mani Ratnam is another film director who is obsessed with trains and you see them in almost every film from his portfolio. This original Tamil film with was remade in Hindi has a long opening scene of a YG hauled goods train on the Quilon - Tenkasi route. A young woman in the village delivers a male child out of wedlock. Out of shame she decides to discard the newborn but as soon as the covered four wheeler goods wagon of the train where she drops the child starts moving, she reaslises her folly. The song In aankhon ka dulaara hai plays in the background while she longs for the child moving farther and farther away from her along with the moving train. The train rolls through beautiful terrain, goes over a stone viaduct and has a MG caboose.
Dharkan (1972) Villian Roopesh Kumar kidnaps a child from a moving Kalka - Simla train and later Sanjay Khan and Mumtaz fight him and his goons in the Goregaon yards in Mumbai. The fainted child is rescued by Mumtaz as he is about to be crushed under the wheels of a WP which is being lowered on the same track by a crane (Contributed by Viraf Mulla).
Dil Se (1998) This is a Mani Ratnam's film that opens with a scene of an All India Radio Reporter at a station waiting overnight for the early morning train. This is Nilgiri Railway but masquerading as some place in northeast India. Shah Rukh Khan misses the train that he is waiting for and the girl that he was trying to impress. Nevertheless he boards the next one where he meets a raunchily dressed local with her troop and together they perform Chal chaiyan chaiyan on top of the coaches, on a metre gauge flatcar etc. This was the first major song in the Indian Cinema after the closing of the mainline steam and became so famous that for sometime that many producers wanted a train action for their film hereafter.
Devdas (1955) (B/W) Devdas Dileep Kumar is dejected when he realizes that his Paro is married off elsewhere. He goes wandering around the country by train only accompanied by his faithful servant. All he does on the train is to drink and fantasise about Paro. There are several scenes of tracks, stations, trains and a silhouetted WP engine to depict this journey before Devdas decides to get off at a wayside station. The servant who is traveling third class is unaware of this.
Dost (1974) At the outset of the film, Maanav played by Dharmendra is returning to the Simla to re-unite with his guardian who is a priest at the local church. He is thinking about the song that the father used to sing to give him words of encouragement and wisdom. Gaadi bula rahi hai goes on while the train negotiates the winding slopes and goes through tunnels. The movie is in colour and a shining KC 520 locomotive hauls the train in old KSR livery. The only letdown is the credits that run on top of what is first class photography. At the end of the song, Dharmendra gets off at Taradevi station. The song repeats again when the father is killed and Dharmendra is reminiscing about him. Later in the film, when Dharmendra goes looking for a job in the city and is unsuccessful, one evening while he is returning home, a WP hauled passenger train passes in the background. Interesting to note is the Rajdhani livery on the first coach of the train.
Do Ustaad (1959) (B/W) A boy is running from police at the beginning of the film and is chased through yards. There is a simmering WG, a broad gauge tank locomotive shunting in the yards and a Cowan Sheldon crane seen in the chase. In the later part of the film, the boy now grown up and played by Raj Kapoor saves a woman who is walking on the tracks to commit suicide. The train here however appears to be a stock shot of a North American train and is shown running almost too fast to creates the urgency in the scene.
Ek Chadar Maili Si (1986) Kulbhusan Kharbanda is a tonga driver at a rural station in Punjab and ferries passengers back and forth to the village. In the beginning, a WL 15049 in Jallundhar shed livery is seen arriving at the station. Following the arrival of the train there is a commotion at the station, caused mostly by the tongawallahs in their bid to get more passengers.
Gadar (2001) This film is set during the Indo-Pakistan partition era and has all the rhetoric and propaganda that is usually associated with films on this subject. In the end of the film, there is a rather long and stretched out sequence depicting the daring escape of the protagonist and his heroine from Pakistan aboard a goods train. Unfortunately, the only working broad gauge locomotive they could find in the 21st Century to pull this train was a WP class No. 7015; which is such a hallmark Indian locomotive. Nonetheless it was used as it was readily available after it had been recently restored. The film is shot around Bikaner area and the as you can see in the film, the bullet nose of the engine was damaged during the shooting due to blatant disregard on this national heritage by the filmmakers.
Gandhi (1982) Gandhi comes back to India from South Africa sets out for a soul-searching trip across the sub-continent with his wife and followers in tow. What could be a better way to discover the country than a train? This epic journey is very well done by Richard Attenborough who got an authentic BESA 4-6-0 metre gauge engine and matching wooden carriages all done in BBCIR colours to shoot this part and the result is history.
Ghulami (1985) In feudal Rajasthan, the differences between the rich and the poor are deep-seated. Dharmendra the protagonist in this film takes up the cause of the poor. There are several evocative scenes of YP locomotives including No. 2225 hauling passenger/mixed trains going through arid areas of Bikaner - Fatehpur Shekhawati region in the early part of the film. Song Mere pee ko pawan is very well done.
Heeralal Pannalal (1978) In the climax scene, the metre gauge train which the multiple stars of this film are travelling from Goa catches fire, derails (A La Silver Streak), crashes through the terminus and stops in front of a Ganapati Shrine. The locomotive shown at this stage is a broad gauge CWD (Contributed by Viraf Mulla).
Hum Rahi (1974) When a boy and a girl meet while they are on their way to the big city in search of a job, they constantly argue and clash on the station platform, foot over bridge and inside the first class coupe. Randhir Kapoor sings Chup chup chup kyun baithi ho to tease Tanuja and there is a silhouette shot of a WP hauled train.
Jab Jab Phool Khile (1965) A houseboat owner in Kashmir falls in love with a visiting tourist and comes back to the big city with her. Unable to compromise with their different origins, the Shashi Kapoor is leaving for Pathankot at the end of the film when Nanda realizes where her heart belongs and comes look for him at the station. Another train is shown leaving hauled by H class No. 24304. The signals are MACL. The ending is a happy one after the hero agrees to take the heroine back after her pleadings and pulls her aboard the moving train. Background song is Yaad sada rakhna yeh kahani.
Jab Pyar Kisi Se Hota Hai (1961) (B/W) To prove that his love is true, Dev Anand jumps from the running train only to land on top of a where he croons the title song while Asha Parekh stands at the door of the Up Darjeeling Mail. At the end of the trip they arrive at what is shown to be `Neelgaon' but appears to be Kurseong.
Jab Yaad Kisi ki Aati Hai (1967) Dharmendra is an assistant/fireman on a narrow gauge branch line which is actually the famous Neral - Matheran railway and the locomotive used here is MLR 739. There are other still shots of a narrow gauge unidentified but presumably Central Railway locomotive in close up shots when the driver and Dharmendra are in conversation. In the early part of the film, there is plentiful footage of this MLR locomotive while it was still working. (Contributed by Viraf Mulla).
Jawab (1942) This vintage film has Kanan Devi singing "Toofan Mail" in the background whilst a BNR tank is shown hauling the Mail train (Contributed by Viraf Mulla).
Julie (1975) This is a story of an Anglo Indian family living at Shoranur. The father played by Om Prakash is a goods driver while Julie is the eldest daughter who falls in love with a Hindu boy who is visiting his family. There are several scenes depicting AWC, HPS WG and WP class at Shoranur station, yard, roundhouse etc. In a funny scene, a local shopkeeper misbehaves with Julie and is promptly slapped back by her. At this time, a locomotive is showing blowing down to depict the cooling off of the shopkeeper's pent-up feelings.
Kala Bazaar (1960) Dev Anand the hero is sitting on the lower berth in a First Class coupe and on the bunk above him is her heartthrob Waheeda Rehmaan. But her mom is also present on the lower berth across Dev. He sings Upar wala jaan kar bhi anjaan hai, Apni to har aah ek toofan hai, which is bhajan for the mother and a love plea for the daughter. There are several musical (not real) steam whistles in the song (Contributed by Viraf Mulla).
Kati Patang (1970) Madhu's marriage is arranged against her wishes and she decides to run away after her father dies from the shock of learning it. Asha Parekh boards a train where she meets her childhood friend who is now widowed. During the night the train meets an accident. These are stock shots of a foreign train as is evident from the white livery of the train. The scene of the train crashing is done with models.
Kitaab (1977) Gulzar is one of the producer director (amidst other talents) whose films nearly always have trains, stations etc. and they are depicted as real as they can get. This film is about a young boy who lives in the city with his sister and brother-in-law. Tired of the constant fighting between the husband and wife, he decides to run away from their home back to his mother who lives in the village. Without any money, he boards a train but when the ticket examiner chases him out, he takes the refuge of the tender of the WG locomotive hauling the train. The driver who catches him takes pity on him agrees to take him to his destination. The remaining movie is about the boy's adventures on the WG 8399/8585 of Kalyan shed, stations etc. until he is reunited with his mother in the end. There are very few directorial errors if any and the train sequences are shot very realistically. There is a flat wagon carrying a bonnet style bus on it. While the driver Rashid sings Dhanno ki aankhon mein in praise of his sweetheart, his assistant and fireman Raghu takes over the full control of the engine, watching signals etc. There is one more song towards the end when a beggar sings on the train with the boy accompanying him but I cannot remember the lyrics right now.
Love in Simla (1960) (B/W) Joy Mukerjee is coming to Simla to meet his would-be bride and is reminiscing her with the song Dil tham chale in the Kalka - Simla train hauled by a ZF tank engine. At the end of the film, as he returns back with the bride, the song repeats. Barog station can be seen here.
Manthan (1976) On the posters of the film I have seen Girish Karnad, the protagonist in the film getting off a steam hauled metre gauge train. (Contributed by Viraf Mulla).
Mera Naam Joker (1970) The joker Raju as a child goes to an Ooty boarding school. While most children are boarders and leave for home during summer holidays, Raju gets left behind as he is a local. There are excellent scenes in the early part of the film of this school train leaving Ooty and arriving back with noisy singing kids. You can also see the children waving the English St. George's flag.
Mere Apne (1971) Another Gulzar film. In the beginning of the film, Anandi played by Meena Kumari is being brought to the city to do the housework by a person who claims to be her relative. A WP hauled train at dusk depicts this while the credits roll in between.
Mere Humsafar (1970) A boy and a girl began the journey as companions from their humble village to Bombay in search for their fortune. They start off in the back of a truck carrying produce which brings them to the station. Song is Mere humsafar mere humsafar. They get inside a four-wheeler covered wagon train hauled by a WG locomotive and have several railway adventures before the boy get left behind when he gets off to fetch water for the girl. AWD 12706 is also seen hauling a goods train.
Mere Huzoor (1968) Jeetendra meets his soul mate Mala Sinha in a train. The lady is wearing a veil and the poet pleads her to remove it with a song 'Rukh se zara naqab hata lo mere huzoor'. You can also see beautiful wooden first class coach in this song.
Miss Frontier Mail (1936) This film has lot of railway action including an accident scene shot quite convincingly with miniatures considering that it was done in the 1930s! Nadia Hunterwali (Mary Ann Evans) indulges in extensive fist-fights, set to heavy sound effects, and a famous battle alongside her hero Sundar played by Mansoor atop a moving train. She is fighting to clear the name of her father who is accused of murder and to achieve this she hits a lot of guys in a circus-like way, fights, runs like a hurricane and gets the nickname "Miss Frontier Mail", the fastest train in India of this time.
Neel Kamal (1968) Waheeda Rehman plays the lead female character that suffers from sleepwalking. In the beginning of the film, she is in a waiting room with a group when she wanders off into the path of the incoming train. At the helm of the train is a WP pacific but things are brought under control by the Hero Manoj Kumar before a mishap take place.
Northwest Frontier ('Flame Over India' in the USA) (1959) Two steam engines are shown and the yard switcher steam engine is featured in the entire movie as British nationals use it to take a Hindu prince to safety from a Muslim rebellion. Stars Kenneth More, Lauren Bacall and Herbert Lom in that order except in the US where Bacall is listed as the top star (Contributed by Walter Haan).
Pachai Vilakku (1964) (Tamil) The story revolved round an engine driver played by Sivaji Ganesan Sri Nagesh played the comedian fireman. It featured a few engines from Basin Bridge (BBQ) loco shed at Madras. (Contributed by Swamy Nathan)
Pakeezah (1971) Meena Kumari who plays a Nautch Girl in the film gets her dress entangled in the points and faints on the track at the sight of a steam engine approaching. She is rescued and the hero Raj Kumar carries her to his first class compartment (old Wooden stock), and falls in love with her feet and leaves her a note - Yeh paun nazukh hai ise zameen pe mat rakiaga maile ho jayenge - remember this? She later does a mujra Chalte chalte yunhi koi mil gaya tha which has several wailing whistles of a steam engine in the night. Whenever Pakeezah hears the whistle from her house she reminisces her admirer (Contributed by Viraf Mulla).
Parineeta (2005) Features DHR. (Details invited).
Pavitra Papi (1970) Parikshit Sahni plays the lead and is seen walking absent mindedly along the track after losing his job in the early part of the film when a passenger hauled by WP class No. 7602 comes on the same line and he is saved by a passerby just in nick of time. Later when his sweetheart Tanuja is married elsewhere, he blesses her with the song Teri dunia se hoke majboor chala and he sees her and the bridegroom off to the station.
Professor (1962) Shammi Kapoor disguises as an old man to find the job of a tuitor but finds it more rewarding when he falls in with Kalpana who is the student. Song Main chali main chali is partially shot on the Darjeeling train. There is more steam footage later when Professor accompanies the Madam and his sweetheart to Bombay and WP hauled trains are shown to depict each trip (Contributed by Viraf Mulla).
Pudhu Kavithai (1982) (Tamil) Meaning "New poetry", this is one of earlier hits of Rajnikanth. The climax sequence is picturised on a metre gauge steam passenger. As per the story it is the Banglore - Mysore line, but there was very little greenery in the scenes and looked more like the Madurai - Teni route. The very last frame where the hero and heroine unite on a small tidy station, with the train moving away in the background, is simply superb. The coaches are all old unreserved second class sitting stock, and the loco looked like a YP. There is another frame in this sequence shot from the hilltop with the train down at a distance. Another reason why I think it is the Madurai - Teni route. Overall the train sequence looked very authentic and nicely captured (Contributed by N Manohar).
Pyasaa (1957) Guru Dutt is an idealistic poet who is unable to find a job despite a university degree. His college sweetheart Mala Sinha ditches him for a wealthy publisher and his brothers turn him out of the house. He is sleeping on an bench on the sidewalk and as he tries to get some water out of a dry tap to quench his thirst, Mala Sinha drives by and spots him. At this moment a Calcutta Port Trust steam train with a tank engine comes between their view and she leaves. In the second half of the film, Guru Dutt who is totally disillusioned with everything and tries to commit suicide under a moving train. He leaves his coat with a beggar who realizes what he is up to and follows him on to the track. The beggar is caught in a switch and gets killed inadvertently but since he is wearing the coat of the poet, everyone thinks the poet died. This night scene is shot very well.
Rang De Basanti (2006) Features one of the recently revived WP 7161 in sepia toned scenes in which an English filmmaker is shown as contemplating her film on Indian freedom fighters.
Ram aur Shyam (1967) Twins separate when they are young, one grows rich and the other poor and they are mixed up as adults played by Dilip Kumar. After Shyam has been living at Ram's house forr some time, the evil brother in law Pran exposes him at birthday party. Shyam is accused of killing Ram with the intent of grabbing his wealth and jailed. He escapes from the jail, hops on a broad gauge train at a station, which soon turns into a metre gauge train and after hanging on the side for a while, finally he jumps off from a viaduct to his freedom (Contributed by Viraf Mulla).
Ram Teri Ganga Maili (1985) The female lead Ganga played by Mandakini begins her epic journey from the mountains to Calcutta just like the river Ganges. With her is her newborn child and when she gets of the train to give him some water, the train leaves without her. There is night scene of a WG hauled train with MACL signaling and a deserted platform at night.
Sadma (1983) This remake of a Tamil film is about a young woman who is left with the sense of a five year old after a road accident. She lands into a brothel in Madras from where she is rescued by an Ooty schoolteacher played by Kamal Hassan. He brings her home and nurses her back to normal. This poignant film has several scenes of the Nilgiri Mountain Railway in the Conoor area and a particularly memorable one is at the end as the Sridevi leaves by train on a very rainy afternoon. Song Ae zindagi gale laga le is good.
Salaam Bombay (1988) In the early part of the film the young boy Krishna who plays lead is seen arriving at Bombay (what appears to be Sealdah but could be someplace else too) by a WG hauled train.
Shatranj (1969) Starring Waheeda Rehman and Rajendra Kumar. Both of them are Indian spies. The railway scenes were shot in Goa. I think the hero tries to blow up the villain's train fully aware that his father is on the same train (Contributed by Viraf Mulla).
Shola Aur Shabnam (1961) (B/W) The story is about childhood love of a boy and girl whose parents work for the railway at Mysore and they spend their childhood playing on the station, yards etc. There is lots of metre gauge action in the early part of the film until the girl's father is transferred elsewhere and the two friends get estranged.
Sholey (1975) This Indianised version of a western flick in the mid seventies changed the equations of Indian Cinema forever. Jai and Veeru are two small time thieves who are roped by an Inspector who sees them capable of overturning the empire of empire of dreaded dacoit Gabbar Singh. There are several railway sequences in the film. Two of these show the inspector and a jailor arriving at a rural station aboard a YP hauled train. The most famous one of course is of the dacoits trying to hijack a goods train hauled by H/4 class No. 026472. Jai and Veeru are prisoners of inspector Sanjeev Kumar and after he agrees to let them help him, Jai and inspector take charge of the fighting from the guard's van while Veeru mans the engine and runs its through the barrier laid on the rails by dacoits. There is also the talkative tonga driver Basanti played by Hema Malini. Veeru charms her by singing Koi hasina jab rooth jaati hai while YP hauled passenger of South Central Railway runs past in the background.
Shor (1972) Nanda is killed by a Western Railway's AWD class locomotive hauled goods train in the early part of film while she is trying to save her son who has wandered on to the tracks. Very poorly shot sequence that lay little emphasis on authenticity and more on blood and gore. The train in the scene hardly looks to be moving and one cannot fathom why the boy cannot hear the train coming on a very straight and level track in the siding. Later in the film the father of the boy Manoj Kumar is trying to arrange funds for his boy's treatment and visits his parents in the village to ask for a loan. This trip and back are depicted by scenes of a WP hauled train at speed (Contributed by Viraf Mulla).
Teesari Kasam (1964) (B/W) Hiraman is a poor bullock cart driver falls in love with a theatre actress whom he has been assigned to take to the village fair. The inevitable happens and Heerabai played by Waheeda Rehman has to leave at the end when Raj Kapoor comes to see her off at Aswali station desperately racing his cart. Central Railway's WG 8751 brings the train into the station and leaves after a short stop.
Teesari Manzil (1966) This film has all the masala of Indian Cinema. There is journey to Mussoorie by train, boy meets girl, love blossoms, romance, misunderstanding, villain and finally reunion. The film starts from a scene at New Delhi station ticket window. A WP and a WG (with a bicycle on the buffer beam) on platform with Ajmeri gate bridge in background. After some comic relief during the day journey, the arrival at Dehradun station is seen. After the bad guy dies, and to show the couple's reunion and return to Delhi there is a shot of WG locomotive hauled train at the end that quickly turns into a Dehradun CWD 12507 hauling wooden non-bogie stock. You can also see the interiors of a spacious wooden first class carriage.
Toofan Mail (1934) (B/W) Comments invited.
Return of Toofan Mail (1942) (B/W) Comments invited.
The Burning Train (1980) Vinod Khanna and Dharmendra are childhood friend and Vinod dreams of making the fastest train in India. As children and young adults they sing, play and frolic around train and the Rail Transport Museum (now NRM) with their girl friends. There are sights of steam in the yard and the PSMT working in the rail museum in its original livery.
The Train (1970) Nanda plays a conwoman who is forced by her stepbrother to regularly rob innocent passengers on trains out of Bombay VT. Rajesh Khanna is the police inspector assigned to catch her. There is plenty of electric and steam action, chasing train by road, shots of stations and landscape of the ghat section. You can see how Nasik Road and Igatpuri stations looked three decades ago. There are WPs and WGs all around and the switchover from electric to steam at Igatpuri. In the climax dhishum-dhishum scene, there is a WP 7197 rolling by as the hero and the villain try to get each other.
Vidhaata (1982) The movie is about two characters that start off as locomotive driver and fireman but go on to go very different ways. Film starts with both arguing whether fate is more powerful that the will of a man. They sing Haathon ki chand lakiron ka aboard the WG hauling goods. Funnily enough, the song begins and ends with metre gauge YG locomotive hauling tank wagons! There are other scenes depicting steam and notable amongst them is when the prematurely born grandson of the fireman is carried to the hospital aboard the cab of WG 8892 with the firebox providing the warmth.
Waqt (1965) This one is about a family separating due to sheer misfortune and meeting again after many years by an equally interesting quirk of fate. After the separation the patriarch of the family Balraj Sahni is implicated in a murder and gets a life term. After coming out of the prison he starts looking for his family. This journey to Delhi in his search is shown by a WP hauled train. A few moments later, the youngest son who lives with the mother is shown moving to Bombay in search of a job and there is a rare scene of WP hauled Bombay Deluxe arriving at Bombay Central. You can also see old wooden first class, chair car, and third class coaches. Watch out for the line of taxis just outside the station even in those days (Contributed by Capt. J.D. Singh).
Yaadon Ki Zanzeer (1984) Two brothers are separated at childhood and one becomes a gangster while the other is a police officer. Sunil Dutt is chasing an enemy on the train that his police officer brother Shashi Kapoor is escorting. This is a YD locomotive hauled train in the Braganza ghats near Castle Rock. Also seen is also a metre gauge SLR with windows at the guard's end for him to look back without craning his neck outside. There is wonderful scenery all around and at the end of the sequence, Dudhsagar falls are in view. Though you might want to chuckle at the scene when Sunil Dutt chases the moving train through the ghats on foot while it negotiates the ghat section.
Zamaane Ko Dikhana Hai (1981) The story is based in Ooty. Padmini Kolhapure is a poor girl who pretends to be rich to win over lover boy Rishi Kapoor. When the secret is revealed, she tries to run away from him, sitting on top of the lead carriage of the down train. The boy follows her and serenades her back with Hoga tumse pyaraa kaunÂ.Â.he kanchi on top of the train before it reaches Mettupalaiam.
Ziddi (1964) Joy Mukherji is daydreaming about his sweetheart in a Nilgiri Railway coach while a thief tries to run off with his suitcase. The thief jumps off the train and the hero gives him a chase.
Himalaya Railways
The first locomotive to work on the Darjeeling Himalayan Railway (DHR) was a 0-4-0 ST locomotive named "Tiny". It was used mainly for the construction of the line and was later sold to Jorhat State Railway in 1886. The Siliguri-Kurseong section (32 miles) was opened to traffic on 23rd August, 1880. To work on the line four tank engines were purchased from Sharp Stewart in 1879. These engines used both wood and coal for fuel. These were known as Class 1 engines and were numbered 1 to 8.
The section from Kurseong to Sonada (10 miles) was opened on 1st August, 1881. This was followed by opening of the Sonada-Jorebunglow (6 miles) section on 5th April, 1881 and Jorebunglow-Darjeeling section (3 miles) on 4th July, 1881. With opening up of the full line, eight more locomotives were ordered from Sharp Stewart. These engines were 0-4-0 WT and were known as Class 2 engines. They were numbered 9 through 16 and used only coal as fuel. Four of these engines (11 through 14) were subcontracted by Sharp to Hunslet Engineering Company. Over a period of time several changes were made in these engines at Tindharia workshop.
The Darjeeling to Darjeeling Bazaar section (0.25 miles) was opened on 16th June, 1886. By 1887 the need was felt for more powerful engines with longer boilers and bigger cylinders. Four new engines were delivered by Sharp Stewart in 1888-89. These were numbered 1-B to 4-B. With this new numbering system locomotives 1 through 8 were reclassified as the C class while locomotives 9 through 16 were termed the A class.
During the DHR centenary celebrations in 1982, a commemorative stamp depicting the B class loco pulling a luggage van and passenger coaches was released by India Post. The first day cover showed the DHR train on the Batasia loop near Ghum.
The 0-4-0ST, B class were the last locomotives built for DHR. These four-wheeled coupled engines weigh 14 tons each. The cylinder diameter is 11 inches while the cylinder stroke is 14 inches. The wheel base is 5'6". The water capacity is 400 gallons.
A commemorative stamp depicting these first B class locomotives was issued by India post in 1993. Two maximum cards featuring these stamps were released by India post in 2005.
Till 1902 all orders for B class locos were given to Sharp Stewart. The company supplied DHR locos from its Atlas works, Manchester, till 1888. After 1888 these engines were manufactured by Stewart at their Atlas works, Glasgow. In 1903, Sharp Stewart merged with North British (NB) Locomotives and engines continued to be manufactured at Glasgow works. The last B class locomotive manufactured by Sharp was number 28 in 1903. Between 1904 and 1914, NB supplied six 0-4-0 ST locos numbered 30, 32, 33, 34, 35, and 36.
The Panchanai-Matigara section (2 miles) of the DHR Extension was opened on 16th April, 1914. It was extended till Naksalbari (12 miles) on 1st February, 1915 and till Tabalpur (25 miles) on 1st May, 1915. Two Pacific tender, C class engines, 4-6-2 were delivered for working on the Kishanganj extension by NB in 1914. These were numbered 37 and 38.
Since NB was unable to meet the delivery schedules, the order for 0-4-0ST B class locos were placed with Baldwin Locomotive Works of the USA. Numbered 39, 40, and 41, they were delivered in 1917. These are the only American locos to have worked on the DHR.
To meet the demand for loco power, Tindharia workshop started manufacturing locos after getting a few parts of the locos made outside. Three such locos - number 42 in 1919, number 43 in 1923, and number 44 in 1925 - were manufactured at Tindharia workshop. These were named Tindharia, Kurseong, and Darjeeling.
Between 1925-1927, NB supplied 9 more locos numbered 45, 46, 47, 48, 49, 50, 51, 52, and 53. Loco 49 was the last to be manufactured for the DHR in 1927. The locos in working condition were renumbered according to the new ISR convention in 1957.
On the occasion of the 125th year of the DHR on 5th June, 2005, a special DHR safari was chartered. The charter was drawn by B class 788 (number 33 in the old scheme) of 1913 vintage. A special cover was released on the occasion by the Senior Superintendent of Posts, Siliguri, inside the train. A special cancellation too had been designed for the occasion. A limited number of covers were carried in the train. These were cancelled with the special cancellation and a "toy train" cancellation by a postman traveling especially for this purpose in the train. These carried covers were later cancelled at Sukna station. In August 23, 2006, Indian Railways celebrated the 125th anniversary with a unique event - steam on three gauges. Siliguri Junction is the only station in the world with a unique distinction of having all the three gauges - broad, metre, and narrow. A limited number of maximum cards were canceled at Siliguri post office and were carried on all the three steam specials. These were cancelled at Chalsa (broad gauge), Bagdogra (metre gauge) and Sukna (narrow gauge) post offices.
At Nagpur
29th November 2004
It was fun time for the Nagpur station administration folks today. They seemed to make one goof up after another. They must have been thankful to have gotten back home in one piece.
The first goof-up of the day (that I know of) -- some trains running late... Howrah Pune Azad Hind Express too, is announced as arriving 15 minutes late... No big deal you say? Read on.
15.55 Azad Hind Express enters Nagpur Yard area with WAM-4 6P #21279 from Bhusawal.
15.56 Azad Hind Express crosses diamond crossing (search for pictures of diamond crossing at the photo gallery) with pantograph down. Nothing unusual at all.
15.57 Driver raises pantograph, it goes up correctly, however, some problem crops up. The heavy pantograph topples towards the trailing cab with the current collector pan facing down, and short-circuits the OHE with the locomotive body. The loco trips.
Driver does not know this, tries to close the DJ again, loco again trips. This time driver looks at the pantograph and finds the panto broken! Loco has travelled some 15-20 metres from the diamond crossing and has stopped -- conveniently -- between two section isolators.
15.59 Driver radios problem to traction controller. The Azad Hind Exp. rake and loco were now blocking both Nagpur-Delhi lines from the Goods Yard and both Nagpur-Howrah Lines from the Passenger Yard as well as the Goods Yard. All Goods Yard movement to north and east blocked.
16.05 No sign of any action being taken. Train was standing dead in yard with curious passengers coming up to the loco to check what went wrong. Many passengers for Nagpur give up and get out. They walk to the nearest exit out of the station. I find out and rush to the 'scene'.
16.10 Only a couple of engineering staff arrive at the scene. Still no action being taken. Everyone is busy figuring out things even now ;-). Lots of discussion. No action.
16.15 More officials arrive at the scene creating proportionately more chaos. Everyone ordering others to do omething or the other. Nothing moving an inch. Some people are looking for discharge rods1 and more importantly, for people to carry the discharge rod to the site.
16.16 Meanwhile other officials are busy deciding which place the discharge rod is to be brought in from. Contractor on site offers his discharge rod (don't get ideas) but says there are no people to bring it to site. This unexpected element adds more confusion ;-).
16.18 A shunter is asked to come in. The Plan of Action now is that the loco may be restarted after removing the damaged pantograph on site and taking the train into the platform. Discharge rod still nowhere in sight.
16.19 A senior official asked to call up Control by his superior but is more interested in going to check the OHE at the diamond crossing so that he has material to make a report that everything there was OK.
16.20 Traction control asked to shut off the power supply to the OHE to that particular section. Driver displeased and afraid of what may happen afterwards ;-). Plan of Action now is to remove the collector and tie down the rest of the assembly, then run the loco to BSL as it is with the load!!! Lots of walking around the loco by the officials in the meantime. Contractor watching the fun with amusement.
16.25 Things start moving. A WDS-6 Shunter gets clearance and inches into the line. The much in demand discharge rod finally makes an appearence with three people from the station staff. They seemed to be the only ones who felt that the train should actually reach its destination as early as possible.
16.30 Discharge rod is quickly assembled and hooked up to the OHE after confirming that the OHE has been isolated and shut down. Shunter attached to front of the WAM-4.
16.32 Three people climb up on the roof of the loco and remove the collector pan of the broken panto, with all the finesse and the grace of a rhinoceros, and lower it into the cab. Their speed at removing the collector pan impressed me, though.
16.33 They then try to push the elbow of the panto further down so that it does not come into contact with the OHE under any circumstances. Doesn't budge. A more high-tech method is used after that -- someone manages to get a footing on the elbow of the pantograph, gets a hold on the contact wire of the catenary, and jumps up and down on the elbow ;-).
16.38 Even the high-tech method does not work, everyone gives up. The POA now is that panto arm is to be secured. Control is told to arrange for a replacement loco from several available at Nagpur. The damaged loco is to be detached. Line Clear obtained for platform. Discussion ensues over where the dead loco is to be kept!
16.40 Panto tied down, everyone gets off the rooftop of the loco. Passengers' faces angry. Looking for excuse to beat up someone. I try not to be that someone and so keep a low profile.
16.45 Discharge rod removed, staff climbs into locos, WDS-6 shunter blows horn, loco starts up slowly. Rake doesn't wanna budge... Oops! Dead WAM-4 brakes not released or isolated ;-)... Loco slowly moves with brake blocks screaming for mercy.
16.46 Loco brakes released, WDS-6 starts singing a throaty song, train starts towards platform finally at 5km/h. (I can walk along with it).
16.50 Train reaches platform, begins its 'inspection parade' with Deputy SS and other staff standing on the front of the short hood of the WDS-6 shunter loco. They seemed like they were all basking under the attention they were getting from everyone on the platform. Passengers on platform are left wondering what the hell is happenning. Some may even have thought it was a GM (General Manager) Special ;-).
16.55 Boy telling seemingly interested girl of what IR will be doing ("piche ka engine nikalenge phir doosra lagayenge aur phir gaadi chalegi" -- "the engine at rear will be removed; a new one brought in; and then the train will be off") Very perceptive indeed. He ought to have been employed instead of those dozen folks.
16.58 The WDS-6 reaches the starter. Shunter detached with dead loco.
17.07 WAM-4 #20647 from BSL moves in to take charge.
17.30 Newly installed starter on PF No. 2 line turns yellow for Azad Hind. What has now become the intermediate starter (the old starter) is still red.
17.39 Much the same scene. Everyone wondering why intermediate starter is still red. Driver asked by Control why he is not moving. Driver says signal not yellow. Control suddenly remembers something, intermediate signal turns yellow. Driver blasts horn, accelerates out of the platform.
Some people were saying that the driver may not have lowered panto in time at the diamond crossing and so the collector may have gotten stuck and broken. There may be trouble for him.
Others maintain it happened afterwards. The driver himself was at pains to assure everyone it wasn't his fault. It may not really be the driver's fault. He may have thought that the loco simply tripped. Happens sometimes. After two tries he did check the panto. That and the fact that he may not have got any OHE voltage in the gauges inside the cab. Besides there was no damage apparent to the OHE at the Diamond Crossing either.
It was fun time for the Nagpur station administration folks today. They seemed to make one goof up after another. They must have been thankful to have gotten back home in one piece.
The first goof-up of the day (that I know of) -- some trains running late... Howrah Pune Azad Hind Express too, is announced as arriving 15 minutes late... No big deal you say? Read on.
15.55 Azad Hind Express enters Nagpur Yard area with WAM-4 6P #21279 from Bhusawal.
15.56 Azad Hind Express crosses diamond crossing (search for pictures of diamond crossing at the photo gallery) with pantograph down. Nothing unusual at all.
15.57 Driver raises pantograph, it goes up correctly, however, some problem crops up. The heavy pantograph topples towards the trailing cab with the current collector pan facing down, and short-circuits the OHE with the locomotive body. The loco trips.
Driver does not know this, tries to close the DJ again, loco again trips. This time driver looks at the pantograph and finds the panto broken! Loco has travelled some 15-20 metres from the diamond crossing and has stopped -- conveniently -- between two section isolators.
15.59 Driver radios problem to traction controller. The Azad Hind Exp. rake and loco were now blocking both Nagpur-Delhi lines from the Goods Yard and both Nagpur-Howrah Lines from the Passenger Yard as well as the Goods Yard. All Goods Yard movement to north and east blocked.
16.05 No sign of any action being taken. Train was standing dead in yard with curious passengers coming up to the loco to check what went wrong. Many passengers for Nagpur give up and get out. They walk to the nearest exit out of the station. I find out and rush to the 'scene'.
16.10 Only a couple of engineering staff arrive at the scene. Still no action being taken. Everyone is busy figuring out things even now ;-). Lots of discussion. No action.
16.15 More officials arrive at the scene creating proportionately more chaos. Everyone ordering others to do omething or the other. Nothing moving an inch. Some people are looking for discharge rods1 and more importantly, for people to carry the discharge rod to the site.
16.16 Meanwhile other officials are busy deciding which place the discharge rod is to be brought in from. Contractor on site offers his discharge rod (don't get ideas) but says there are no people to bring it to site. This unexpected element adds more confusion ;-).
16.18 A shunter is asked to come in. The Plan of Action now is that the loco may be restarted after removing the damaged pantograph on site and taking the train into the platform. Discharge rod still nowhere in sight.
16.19 A senior official asked to call up Control by his superior but is more interested in going to check the OHE at the diamond crossing so that he has material to make a report that everything there was OK.
16.20 Traction control asked to shut off the power supply to the OHE to that particular section. Driver displeased and afraid of what may happen afterwards ;-). Plan of Action now is to remove the collector and tie down the rest of the assembly, then run the loco to BSL as it is with the load!!! Lots of walking around the loco by the officials in the meantime. Contractor watching the fun with amusement.
16.25 Things start moving. A WDS-6 Shunter gets clearance and inches into the line. The much in demand discharge rod finally makes an appearence with three people from the station staff. They seemed to be the only ones who felt that the train should actually reach its destination as early as possible.
16.30 Discharge rod is quickly assembled and hooked up to the OHE after confirming that the OHE has been isolated and shut down. Shunter attached to front of the WAM-4.
16.32 Three people climb up on the roof of the loco and remove the collector pan of the broken panto, with all the finesse and the grace of a rhinoceros, and lower it into the cab. Their speed at removing the collector pan impressed me, though.
16.33 They then try to push the elbow of the panto further down so that it does not come into contact with the OHE under any circumstances. Doesn't budge. A more high-tech method is used after that -- someone manages to get a footing on the elbow of the pantograph, gets a hold on the contact wire of the catenary, and jumps up and down on the elbow ;-).
16.38 Even the high-tech method does not work, everyone gives up. The POA now is that panto arm is to be secured. Control is told to arrange for a replacement loco from several available at Nagpur. The damaged loco is to be detached. Line Clear obtained for platform. Discussion ensues over where the dead loco is to be kept!
16.40 Panto tied down, everyone gets off the rooftop of the loco. Passengers' faces angry. Looking for excuse to beat up someone. I try not to be that someone and so keep a low profile.
16.45 Discharge rod removed, staff climbs into locos, WDS-6 shunter blows horn, loco starts up slowly. Rake doesn't wanna budge... Oops! Dead WAM-4 brakes not released or isolated ;-)... Loco slowly moves with brake blocks screaming for mercy.
16.46 Loco brakes released, WDS-6 starts singing a throaty song, train starts towards platform finally at 5km/h. (I can walk along with it).
16.50 Train reaches platform, begins its 'inspection parade' with Deputy SS and other staff standing on the front of the short hood of the WDS-6 shunter loco. They seemed like they were all basking under the attention they were getting from everyone on the platform. Passengers on platform are left wondering what the hell is happenning. Some may even have thought it was a GM (General Manager) Special ;-).
16.55 Boy telling seemingly interested girl of what IR will be doing ("piche ka engine nikalenge phir doosra lagayenge aur phir gaadi chalegi" -- "the engine at rear will be removed; a new one brought in; and then the train will be off") Very perceptive indeed. He ought to have been employed instead of those dozen folks.
16.58 The WDS-6 reaches the starter. Shunter detached with dead loco.
17.07 WAM-4 #20647 from BSL moves in to take charge.
17.30 Newly installed starter on PF No. 2 line turns yellow for Azad Hind. What has now become the intermediate starter (the old starter) is still red.
17.39 Much the same scene. Everyone wondering why intermediate starter is still red. Driver asked by Control why he is not moving. Driver says signal not yellow. Control suddenly remembers something, intermediate signal turns yellow. Driver blasts horn, accelerates out of the platform.
Some people were saying that the driver may not have lowered panto in time at the diamond crossing and so the collector may have gotten stuck and broken. There may be trouble for him.
Others maintain it happened afterwards. The driver himself was at pains to assure everyone it wasn't his fault. It may not really be the driver's fault. He may have thought that the loco simply tripped. Happens sometimes. After two tries he did check the panto. That and the fact that he may not have got any OHE voltage in the gauges inside the cab. Besides there was no damage apparent to the OHE at the Diamond Crossing either.
Renaming Station Names
A large number of stations have been renamed in the last half-century or so. Here, we look at changes which have occurred since the 1930s. We concentrate on the changes in southern and western India, as they have seen more changes compared to the rest of the country.
Reasons for Change
In general, changes are made based on the requests from the state government. The Railways generally do not make changes on their own. Changes in names generally reflect the pronunciation in the local language which was not in the earlier spellings during British rule. Interestingly, there are some cases where the official name of the town has changed but the station name has not.
Andhra Pradesh
Old Name New Name
Bezwada Vijayawada
Chicacole Road Srikakulam Road
Cocanada Kakinada
Dronachellam Dhone*
Gundrati Margoo Gundratimadugu
Hyderabad MG Kacheguda
Khammamett Khammam
Kothapetta Sirpur Kagaznagar
Masulipatnam Machilipatnam
Oopal Uppal
Waltair Visakhapatnam
* Reverting to its old name
Goa
Old Name New Name
Collem Kulem
Margao Madgaon
Sanvordem Curchorem Kudchade (Sanvordem)*
* Station signboard changed, but timetable still shows the old name.
Gujarat
Old Name New Name
Baroda Vadodara
Broach Bharuch
Bulsar Valsad
Cambay Khambhat
Goya Gate Vishvamitri
Mohamedabad & Kaira Road Mehemadabad & Kheda Road
Karnataka
Old Name New Name
Bowringpet Bangarapet
Closepet Ramanagaram
French Rocks Yeliyur
Telgi Basavana Bagewadi Road
Kerala
Old Name New Name
Ernakulam North* Ernakulam Town
Ernakulam South* Ernakulam Jn
Olavakkot Palghat
Vettikatiri Vallathol Nagar
* No change in name of place, only the suffix for the station has changed.
Kerala - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Alleppey Alappuzha
Alwaye Aluva
Badagara Vadakara
Calicut Kozhikode
Cannanore Kannur
Cochin Kochi
Quilon Kollam
Shertallai Cherthala
Tellicherry Thalasseri
Trichur Thrisshur
Trivandrum Thiruvananthapuram
Maharashtra
Old Name New Name
Bassein Road Vasai Road
Bellasis Road Mumbai Central(local)
Bombay Mumbai
Bombay VT Chhatrapati Shivaji Terminus, Mumbai
Dhond Daund
Dhulia Dhule
Ellichpur Achalpur
Erandol Road Dondaiche?
Kirkee Khadki
Kolhapur Chhatrapati Sahu Maharaj Terminus
Kolivada Guru Teg Bahadur Nagar
Paunar Seloo Road
Poona Pune
Wardha East Sevagram*
Sevagram* Varud
Sholapur Solapur
Shrirampur Belapur
* An interesting case of a double name change!
Maharashtra - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Aurangabad Shambhajinagar
Also see Ajai Banerji's article on station renaming.
Tamil Nadu
Old Name New Name
Arkonam Arakkonam
Chingleput Chengalpattu
Coleroon Kollidam
Conjeevaram Kanchipuram
Cuddalore New Town Tiruppadiripuliyur*
Dalmiapuram Kallakudi Palanganatham
Jalarpet Jolarpettai
Madras Chennai
Madras Chetpat Chetpet
Madras Park Park
Madura Madurai
Maniyachi Vanchi Maniyachchi**
Manur Manavur
Mayavaram Mayiladuturai***
McDonald's Choultry Magudan Chavadi
Ootacamund Udhagamandalam
Point Calimere Kodikkarai
Porto Novo Parangipettai
Ramnad Ramanathapuram
Shencottah Sengottai
Tanjore Thanjavur
Tinnevelly Tirunelveli
Tranquebar Tarangambadi
Trichnopoly Tiruchchirapalli
Trivellore Tiruvallur
* In between, Tiruppapuliyur.
** Named for a freedom fighter.
*** In between, Mayuram.
Tamil Nadu - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Tuticorin Thootakudi
Reasons for Change
In general, changes are made based on the requests from the state government. The Railways generally do not make changes on their own. Changes in names generally reflect the pronunciation in the local language which was not in the earlier spellings during British rule. Interestingly, there are some cases where the official name of the town has changed but the station name has not.
Andhra Pradesh
Old Name New Name
Bezwada Vijayawada
Chicacole Road Srikakulam Road
Cocanada Kakinada
Dronachellam Dhone*
Gundrati Margoo Gundratimadugu
Hyderabad MG Kacheguda
Khammamett Khammam
Kothapetta Sirpur Kagaznagar
Masulipatnam Machilipatnam
Oopal Uppal
Waltair Visakhapatnam
* Reverting to its old name
Goa
Old Name New Name
Collem Kulem
Margao Madgaon
Sanvordem Curchorem Kudchade (Sanvordem)*
* Station signboard changed, but timetable still shows the old name.
Gujarat
Old Name New Name
Baroda Vadodara
Broach Bharuch
Bulsar Valsad
Cambay Khambhat
Goya Gate Vishvamitri
Mohamedabad & Kaira Road Mehemadabad & Kheda Road
Karnataka
Old Name New Name
Bowringpet Bangarapet
Closepet Ramanagaram
French Rocks Yeliyur
Telgi Basavana Bagewadi Road
Kerala
Old Name New Name
Ernakulam North* Ernakulam Town
Ernakulam South* Ernakulam Jn
Olavakkot Palghat
Vettikatiri Vallathol Nagar
* No change in name of place, only the suffix for the station has changed.
Kerala - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Alleppey Alappuzha
Alwaye Aluva
Badagara Vadakara
Calicut Kozhikode
Cannanore Kannur
Cochin Kochi
Quilon Kollam
Shertallai Cherthala
Tellicherry Thalasseri
Trichur Thrisshur
Trivandrum Thiruvananthapuram
Maharashtra
Old Name New Name
Bassein Road Vasai Road
Bellasis Road Mumbai Central(local)
Bombay Mumbai
Bombay VT Chhatrapati Shivaji Terminus, Mumbai
Dhond Daund
Dhulia Dhule
Ellichpur Achalpur
Erandol Road Dondaiche?
Kirkee Khadki
Kolhapur Chhatrapati Sahu Maharaj Terminus
Kolivada Guru Teg Bahadur Nagar
Paunar Seloo Road
Poona Pune
Wardha East Sevagram*
Sevagram* Varud
Sholapur Solapur
Shrirampur Belapur
* An interesting case of a double name change!
Maharashtra - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Aurangabad Shambhajinagar
Also see Ajai Banerji's article on station renaming.
Tamil Nadu
Old Name New Name
Arkonam Arakkonam
Chingleput Chengalpattu
Coleroon Kollidam
Conjeevaram Kanchipuram
Cuddalore New Town Tiruppadiripuliyur*
Dalmiapuram Kallakudi Palanganatham
Jalarpet Jolarpettai
Madras Chennai
Madras Chetpat Chetpet
Madras Park Park
Madura Madurai
Maniyachi Vanchi Maniyachchi**
Manur Manavur
Mayavaram Mayiladuturai***
McDonald's Choultry Magudan Chavadi
Ootacamund Udhagamandalam
Point Calimere Kodikkarai
Porto Novo Parangipettai
Ramnad Ramanathapuram
Shencottah Sengottai
Tanjore Thanjavur
Tinnevelly Tirunelveli
Tranquebar Tarangambadi
Trichnopoly Tiruchchirapalli
Trivellore Tiruvallur
* In between, Tiruppapuliyur.
** Named for a freedom fighter.
*** In between, Mayuram.
Tamil Nadu - Stations Unchanged
(Towns that have changed names but where the station names have remained unchanged.)
Old Name New Name
Tuticorin Thootakudi
Jodhpur Division - Crisis
Gauge conversion (GC) work was in full swing in Jodhpur (JU) division in 1993-1996 and by 1996, the main line from Jodhpur to Phulera (FL) was BG, with concrete sleepers and welded rails. The JU - Jaiselmer (JSM) section had also been converted into BG, though using second hand metal sleepers and single/ short welded rails. The 292km (if I remember correctly) long JU-JSM section had been blocked for only 13 days for GC, which was a record of sorts at that time. This section had originating loading of limestone and gypsum amounting to 40-45 rakes a month.
In the summers of 1997, my wife's maternal uncle met a road accident resulting in his death at Jagdishpur, UP. On getting this unfortunate news, I took some leave and we left for Jagdishpur by Marudhar express (4854/4864 express). However, soon after reaching Jagdishpur, I received an urgent SOS that a derailment has taken place in Merta Road (MTD) - Degana (DNA) single line section between JU-FL and that severe track damage had resulted in total blockage of through traffic. Trains were being diverted through MTD - Bikaner (BKN) section. (The JU - Luni (LN) - Marwar (MJ) section had not been converted into BG till then.)
On inquiring from the control office, I learnt that a BOX rake filled with lime stone was going towards FL when the brake assembly of a wagon fell off and as a result one axle of the following wagon derailed. The brake pipes had not disconnected and the lateral displacement of the derailed wheel set was very little. The driver failed to notice this and kept on running. As a result, the derailed wheels traveled along the foot of the rail, completely crushing the cast iron (eye shaped) inserts on the concrete sleepers on outside on the left rail and on the inside on right rail. The sleepers were so thoroughly crushed that the vertical stability of the rails was in doubt. Gauge holding was also a problem. The derailed wagon traveled for 5km length before the gateman of a manned level crossing noticed the derailment and stopped the train. A total of 7,000 sleepers had been crushed.
My DRM rang me up (no cell-phones in those days) and while acknowledging the delicate personal circumstances under which I had gone to Jagdishpur, he requested me to return as early as possible. I arranged urgent return reservations the next day and we left for JU. In the meanwhile, the traffic had been restored with a 10 km/h 5km-long speed restriction but this long speed restriction was crippling the train movement and so, many trains remained diverted.
I was eager to reach the site and take charge and hence was leaning out of the AC coach as the train pulled into DNA. As I tried to spot anyone familiar on the platform, I found the Assistant Engineer (AEN)/DNA and his section engineers wading their way towards me through the crowd milling about on the platform as happens after arrival of a train. They were waiting for me anxiously on the platform, having learnt about my return. As I hurriedly gulped down something to eat and took some delicious tea brought in by the AEN, I requested my wife to carry on to JU on her own and went ahead to board the engine. We got off in mid-section, where the derailment had occurred. In the meanwhile, I had been apprised that engineering staff was arriving in droves, diverted from all over the division, to take up the restoration work. Luckily, 2 concrete sleeper manufacturing plants were nearby, one at Marwar Chhapri, which was the next station from MTD towards BKN. The other plant was at Degana itself. Concrete sleepers had been loaded into D/BKMs (military flat wagons, for transporting tanks and other vehicles) which had been commandeered from military reserves maintained on this border area railway division. Unloading of these sleepers in block section was in progress.
The immediate concern was to arrange staying arrangements for the engineering staff reporting with arrival of each train which came from the inner areas of JU division. Several gangs had arrived from the far off MG sections like Luni-Samdari-Barmer-Munabao and Samdari-Bhildi sections. (JU division extended up to 50km into Gujarat, on Samdari-Bhildi section). Soon the number swelled to 700 men. The derailment site did not have water, which was one of the prime concerns to be addressed immediately.
While we were taking stock of the situation, the Pradhan of a nearby village approached us with other senior members of the community and requested us to make use of the village school, which had 7 big rooms and generous verandahs. The school was closed for summer vacations. The precious village 'bawdi' (open water source, with stepped approaches right up to the ground water, instead of vertical walls as in wells) was also offered for water. The population and their cattle depended on this source for water supply to last the summers and as rains in that area were uncertain, hence replenishment of the water source was not very certain in the monsoon too. So we thanked the pradhan and his community for offering the school but politely declined the offer to use the 'bawdi'. Care had to be taken in wording the refusal to use the water as the 'sammaan' (honor) of the villagers would have been hurt at being judged as having insufficient water to offer. Urgent quotations were awarded to bring in water in tanks loaded on to tractor trolleys.
As the gangs were asked to settle in the school for a long stay (we expected the replacement of 5km of track to take 10 days, under running traffic), we mulled over the scheme to start the work. The sides of the track (cess) was choked with new sleepers which had been unloaded and the supervisors set about checking that sufficient numbers unloaded in each TP (telegraph post length, there being 15 TP poles in a kilometer in that area). 15-20 senior gang mates (in charge of the gangs, typically 10-11 in strength each) approached us in the camp office set up below a tree and politely requested a day off! They informed us that as they were from MG sections, they have never seen a PRC sleeper (275 kg in weight) and were not familiar as to how to handle it. Actually, the gangs work with simple instruments and the principals of levers and fulcrum etc., matter a lot in their way of working. These gangs were mixed with the BG gangs to learn and they did learn fast.
We used to get up at 4 am, start work at 0430 hours and close down the work at 1200 hours, when it became too hot to even touch the rails. The stretches renewed in the morning were packed and attended in the evenings. We set up a frenetic pace of work and aimed to replace a minimum of half a kilometer of track in a day. Food was cooked in the open in community kitchens, and the villagers fed me with enough desi ghee to last me for a lifetime! Their affection was to be seen to be believed. The 'Arian' (as they used to call the AEN) and the 'Platier' (Section Engineer) were seasoned enough but they were very curious to know as to how a 27-year-old 'Balak' or 'Chhora' (as they used to call me behind my back) can be the 'Bara Sahab'! I tried the food cooked by the gangs and it was an uphill fight as the chapattis cooked by the hardy gang men were big and stiff enough to kill with a swat! Bhajans, chorus singing (thankfully, noone from the village complained!) and campfires in the night helped in keeping everyone's moral up.
One major irritant was not being able to talk to my wife, who was worried, alone at home in the huge government house at JU. (The rooms were so big that 4 'Good Knight' tablets burnt on an 'upla' (cow dung cake) would only be effective enough to drop the mosquitoes off the over 4m-high ceilings!) She had asked our housemaid to live in for the period I was away. Although I could get the control line patched to talk to her but we were so conscious of the entire section's ASMs and the Controller listening in that we thought it would be better to exchange letters through the trolley-men who shuttled between the site and JU, replenishing fresh clothes and eatables. This was the 2nd phase of almost daily letter exchange between us after our courting days before marriage .
One important issue was how to engage the gangs in the day time when it was too hot to work. Idle minds led to small incidents and skirmishes and soon we hit upon the idea of hiring a TV and VCR. We ran non stop shows of Ramananda Sagar's 'Ramayana', tapes of which were brought from JU. Imagine 700 men in front of a 21-inch TV! I still don't know what they were able to see or hear, but the idea was a great hit!
A track tamping machine arrived in no time and we finished the replacement work in 7 days flat. The speed restriction was removed on the 20th day after the derailment as accolades poured in from an anxious HQs.
In the summers of 1997, my wife's maternal uncle met a road accident resulting in his death at Jagdishpur, UP. On getting this unfortunate news, I took some leave and we left for Jagdishpur by Marudhar express (4854/4864 express). However, soon after reaching Jagdishpur, I received an urgent SOS that a derailment has taken place in Merta Road (MTD) - Degana (DNA) single line section between JU-FL and that severe track damage had resulted in total blockage of through traffic. Trains were being diverted through MTD - Bikaner (BKN) section. (The JU - Luni (LN) - Marwar (MJ) section had not been converted into BG till then.)
On inquiring from the control office, I learnt that a BOX rake filled with lime stone was going towards FL when the brake assembly of a wagon fell off and as a result one axle of the following wagon derailed. The brake pipes had not disconnected and the lateral displacement of the derailed wheel set was very little. The driver failed to notice this and kept on running. As a result, the derailed wheels traveled along the foot of the rail, completely crushing the cast iron (eye shaped) inserts on the concrete sleepers on outside on the left rail and on the inside on right rail. The sleepers were so thoroughly crushed that the vertical stability of the rails was in doubt. Gauge holding was also a problem. The derailed wagon traveled for 5km length before the gateman of a manned level crossing noticed the derailment and stopped the train. A total of 7,000 sleepers had been crushed.
My DRM rang me up (no cell-phones in those days) and while acknowledging the delicate personal circumstances under which I had gone to Jagdishpur, he requested me to return as early as possible. I arranged urgent return reservations the next day and we left for JU. In the meanwhile, the traffic had been restored with a 10 km/h 5km-long speed restriction but this long speed restriction was crippling the train movement and so, many trains remained diverted.
I was eager to reach the site and take charge and hence was leaning out of the AC coach as the train pulled into DNA. As I tried to spot anyone familiar on the platform, I found the Assistant Engineer (AEN)/DNA and his section engineers wading their way towards me through the crowd milling about on the platform as happens after arrival of a train. They were waiting for me anxiously on the platform, having learnt about my return. As I hurriedly gulped down something to eat and took some delicious tea brought in by the AEN, I requested my wife to carry on to JU on her own and went ahead to board the engine. We got off in mid-section, where the derailment had occurred. In the meanwhile, I had been apprised that engineering staff was arriving in droves, diverted from all over the division, to take up the restoration work. Luckily, 2 concrete sleeper manufacturing plants were nearby, one at Marwar Chhapri, which was the next station from MTD towards BKN. The other plant was at Degana itself. Concrete sleepers had been loaded into D/BKMs (military flat wagons, for transporting tanks and other vehicles) which had been commandeered from military reserves maintained on this border area railway division. Unloading of these sleepers in block section was in progress.
The immediate concern was to arrange staying arrangements for the engineering staff reporting with arrival of each train which came from the inner areas of JU division. Several gangs had arrived from the far off MG sections like Luni-Samdari-Barmer-Munabao and Samdari-Bhildi sections. (JU division extended up to 50km into Gujarat, on Samdari-Bhildi section). Soon the number swelled to 700 men. The derailment site did not have water, which was one of the prime concerns to be addressed immediately.
While we were taking stock of the situation, the Pradhan of a nearby village approached us with other senior members of the community and requested us to make use of the village school, which had 7 big rooms and generous verandahs. The school was closed for summer vacations. The precious village 'bawdi' (open water source, with stepped approaches right up to the ground water, instead of vertical walls as in wells) was also offered for water. The population and their cattle depended on this source for water supply to last the summers and as rains in that area were uncertain, hence replenishment of the water source was not very certain in the monsoon too. So we thanked the pradhan and his community for offering the school but politely declined the offer to use the 'bawdi'. Care had to be taken in wording the refusal to use the water as the 'sammaan' (honor) of the villagers would have been hurt at being judged as having insufficient water to offer. Urgent quotations were awarded to bring in water in tanks loaded on to tractor trolleys.
As the gangs were asked to settle in the school for a long stay (we expected the replacement of 5km of track to take 10 days, under running traffic), we mulled over the scheme to start the work. The sides of the track (cess) was choked with new sleepers which had been unloaded and the supervisors set about checking that sufficient numbers unloaded in each TP (telegraph post length, there being 15 TP poles in a kilometer in that area). 15-20 senior gang mates (in charge of the gangs, typically 10-11 in strength each) approached us in the camp office set up below a tree and politely requested a day off! They informed us that as they were from MG sections, they have never seen a PRC sleeper (275 kg in weight) and were not familiar as to how to handle it. Actually, the gangs work with simple instruments and the principals of levers and fulcrum etc., matter a lot in their way of working. These gangs were mixed with the BG gangs to learn and they did learn fast.
We used to get up at 4 am, start work at 0430 hours and close down the work at 1200 hours, when it became too hot to even touch the rails. The stretches renewed in the morning were packed and attended in the evenings. We set up a frenetic pace of work and aimed to replace a minimum of half a kilometer of track in a day. Food was cooked in the open in community kitchens, and the villagers fed me with enough desi ghee to last me for a lifetime! Their affection was to be seen to be believed. The 'Arian' (as they used to call the AEN) and the 'Platier' (Section Engineer) were seasoned enough but they were very curious to know as to how a 27-year-old 'Balak' or 'Chhora' (as they used to call me behind my back) can be the 'Bara Sahab'! I tried the food cooked by the gangs and it was an uphill fight as the chapattis cooked by the hardy gang men were big and stiff enough to kill with a swat! Bhajans, chorus singing (thankfully, noone from the village complained!) and campfires in the night helped in keeping everyone's moral up.
One major irritant was not being able to talk to my wife, who was worried, alone at home in the huge government house at JU. (The rooms were so big that 4 'Good Knight' tablets burnt on an 'upla' (cow dung cake) would only be effective enough to drop the mosquitoes off the over 4m-high ceilings!) She had asked our housemaid to live in for the period I was away. Although I could get the control line patched to talk to her but we were so conscious of the entire section's ASMs and the Controller listening in that we thought it would be better to exchange letters through the trolley-men who shuttled between the site and JU, replenishing fresh clothes and eatables. This was the 2nd phase of almost daily letter exchange between us after our courting days before marriage .
One important issue was how to engage the gangs in the day time when it was too hot to work. Idle minds led to small incidents and skirmishes and soon we hit upon the idea of hiring a TV and VCR. We ran non stop shows of Ramananda Sagar's 'Ramayana', tapes of which were brought from JU. Imagine 700 men in front of a 21-inch TV! I still don't know what they were able to see or hear, but the idea was a great hit!
A track tamping machine arrived in no time and we finished the replacement work in 7 days flat. The speed restriction was removed on the 20th day after the derailment as accolades poured in from an anxious HQs.
Ticketless Travel
I doubt whether this topic had been discussed b4 on this forum. Anyway, to start off, I would like to share with u all the menace of ticket less travel in IR Trains, and suggestions to tackle the same.
Ticket less travel, undoubtedly is one of the biggest menace faced by the Indian Railways, causing substantial losses to its passenger services. In spite of the fact that Second Class Railway Fares continue to be heavily subsidized, and are much cheaper than other modes of transport, ticket less travel continues to increase day by day. In this context, I would like to quote some classic incidents of ‘en masse’ ticket less travel, which continue to occur with a disturbing regularity.
* On the Nandyal - Donakonda section of the South Central Railways, especially at a station called Cumbum, a huge group of woodcutters clamber on to any available passenger train, without purchasing any tickets. Thanks to this, many a passenger train has been held up in this section.
* Every Friday & Saturday witnesses a huge crowd of devotees moving en-masse to & from Gooty, from their respective places, which might be as far as 150 to 200 Kilometers. And all they pay is a pathetic Rs 10/- as the to & fro fare — a pathetic case of “legal” ticketless traveling.
* Whenever a rally/demonstration/dharna is organized/staged in any state capital or the national capital, all the trains going in that direction are choc-a-bloc with the rallyists, most of who, would not bother to purchase tickets. They occupy reserved compartments with ease, and the genuine passengers are put to major inconvenience. Even the higher classes such as AC and First Class are not spared. In a recent development, the ABVP (Akhil Bharatiya Vidyarthi Parishad, a Student's Body), is holding a massive rally in New Delhi, to try to influence the Centre on some of its policies relating to employment. ABVP activities are converging on November 24th and 25th at Delhi, from all over India. And obviously, their mode of transport would be our own Indian Railways. And I am 95% sure; they would not purchase any tickets. The Secretary of one of the regional units of ABVP, in Andhra Pradesh, has urged the passengers traveling by the Andhra Pradesh Express and Dakshin Express on the 23rd & 24th November, to “co-operate” with the ABVP activists by canceling their reservations, so that the ABVP folks can travel to NDLS “unhindered” by the ordinary mortals.
* In the suburban sections of the Eastern & South Eastern Railways too, ticket less travel is rampant. Any attempt by the Railways to check ticket less travel, by introducing special squads etc, is met with violent protests, with the station & other railway property, being targeted by the mob. There is one silver lining though. The Poorva express (2303up/2381up) going to NDLS from HWH, has an efficient ticket checking squad, at least in the reserved compartments.
* As far as Bihar and parts of eastern UP are concerned, the less said the better. In fact, not long ago, when one of the DRMs of a Bihar Railway Division deputed special squads to conduct ticket checking, he subsequently got a call from one of the higher-ups of the civil administration, asking him to stop the checks as they were causing “law & order” problems!!!!
* The existence of illegal halts like “Ambedkar Halt”, “Laloo Halt” etc compounds the matter further.
* Passenger trains on any section for that matter, are the worst. Not many would bother to buy tickets on passenger trains.
What can be done to solve this problem? Some of my suggestions:
* On an experimental basis, introduce “conductors” in unreserved compartments. They can issue tickets to the passengers, if they have not bought any, either knowingly, or simply because of lack of time, to buy the ticket. Of course, one conductor won't suffice. At least two should be deputed, and if the need arises, the no. can be increased.
* Increase ticket checking, by forming a team comprising TTEs + armed RPF constables. Central Railway has taken a right step in this direction, by introducing “Tejaswini” Checking squads — a group of Lady TTEs accompanied by Woman RPF Constables.
* Set up temporary ticket vending booths on the platform, near the unreserved compartments, so that passengers coming in at the last minute can purchase their tickets.
Ticket less travel, undoubtedly is one of the biggest menace faced by the Indian Railways, causing substantial losses to its passenger services. In spite of the fact that Second Class Railway Fares continue to be heavily subsidized, and are much cheaper than other modes of transport, ticket less travel continues to increase day by day. In this context, I would like to quote some classic incidents of ‘en masse’ ticket less travel, which continue to occur with a disturbing regularity.
* On the Nandyal - Donakonda section of the South Central Railways, especially at a station called Cumbum, a huge group of woodcutters clamber on to any available passenger train, without purchasing any tickets. Thanks to this, many a passenger train has been held up in this section.
* Every Friday & Saturday witnesses a huge crowd of devotees moving en-masse to & from Gooty, from their respective places, which might be as far as 150 to 200 Kilometers. And all they pay is a pathetic Rs 10/- as the to & fro fare — a pathetic case of “legal” ticketless traveling.
* Whenever a rally/demonstration/dharna is organized/staged in any state capital or the national capital, all the trains going in that direction are choc-a-bloc with the rallyists, most of who, would not bother to purchase tickets. They occupy reserved compartments with ease, and the genuine passengers are put to major inconvenience. Even the higher classes such as AC and First Class are not spared. In a recent development, the ABVP (Akhil Bharatiya Vidyarthi Parishad, a Student's Body), is holding a massive rally in New Delhi, to try to influence the Centre on some of its policies relating to employment. ABVP activities are converging on November 24th and 25th at Delhi, from all over India. And obviously, their mode of transport would be our own Indian Railways. And I am 95% sure; they would not purchase any tickets. The Secretary of one of the regional units of ABVP, in Andhra Pradesh, has urged the passengers traveling by the Andhra Pradesh Express and Dakshin Express on the 23rd & 24th November, to “co-operate” with the ABVP activists by canceling their reservations, so that the ABVP folks can travel to NDLS “unhindered” by the ordinary mortals.
* In the suburban sections of the Eastern & South Eastern Railways too, ticket less travel is rampant. Any attempt by the Railways to check ticket less travel, by introducing special squads etc, is met with violent protests, with the station & other railway property, being targeted by the mob. There is one silver lining though. The Poorva express (2303up/2381up) going to NDLS from HWH, has an efficient ticket checking squad, at least in the reserved compartments.
* As far as Bihar and parts of eastern UP are concerned, the less said the better. In fact, not long ago, when one of the DRMs of a Bihar Railway Division deputed special squads to conduct ticket checking, he subsequently got a call from one of the higher-ups of the civil administration, asking him to stop the checks as they were causing “law & order” problems!!!!
* The existence of illegal halts like “Ambedkar Halt”, “Laloo Halt” etc compounds the matter further.
* Passenger trains on any section for that matter, are the worst. Not many would bother to buy tickets on passenger trains.
What can be done to solve this problem? Some of my suggestions:
* On an experimental basis, introduce “conductors” in unreserved compartments. They can issue tickets to the passengers, if they have not bought any, either knowingly, or simply because of lack of time, to buy the ticket. Of course, one conductor won't suffice. At least two should be deputed, and if the need arises, the no. can be increased.
* Increase ticket checking, by forming a team comprising TTEs + armed RPF constables. Central Railway has taken a right step in this direction, by introducing “Tejaswini” Checking squads — a group of Lady TTEs accompanied by Woman RPF Constables.
* Set up temporary ticket vending booths on the platform, near the unreserved compartments, so that passengers coming in at the last minute can purchase their tickets.
Darjeeling Mail
I guess it is a very long time I am writing on the IRFCA. However with Darjeeling Mail in the news I could not really hold back and decided to write something about the train which has a special place in my heart. Definitely the Darjeeling Mail is the train on which I have travelled the maximum number of times.
Like the Deccan Queen in the west the Darjeeling Mail has accquired a legendary status in the east. For me the Darjeeling Mail was the train that took me home on every vaccation and brought me back to my boarding school at the end of it. I guess in that sense I always loved 43UP while I wasn't very happy to be in 44DN. However the Darjeeling Mail had silently made a mark on my mind. I guess I have been travelling on this train from the early seventies when it was WP hauled. During those days the locomotive and the crew of New Jalpaiguri worked the mail till Rampurhat from where a Rampurhat loco and crew took it all the way to Sealdah. There is an old saying in North Bengal which I guess is still true. It says the following : New Jalpaiguri springs to life with the arrival of the Darjeeling Mail and sleeps with its departure in the evening. 19:15 in those eraly days was the famous time when the mail left Sealdah in the up direction and New Jalpaiguri in the down direction. From my home in the railway colony every evening as child I used to see the WP thrusting forward with the mail and the cab had a red glow followed by a string of lights which made an everlasting impression. Even during diesel days in the eighties when I was at home during the vacation I used to reliieously see the departure of the mail. At 19:15 hours one could hear the notch up sound of the WDM-2 and the within a few mninutes it rushed by with a string of ligths following it. The train was so popular that it was very difficult to get a reservation during any time of the year and there was a real fight among waitlisted passengers to get a berth. The TTE's really had a good time and made fortunes on the mail. Apart from catering to two slip coaches from Haldibari the mail also had two slip coaches for Katihar which was detached at Kumedpur. Though those slip coaches to Katihar were later abolished the mail continued to stop at Kumedpur and the small junction near Barsoi from where the line divergerd to Katihar.
The Darjeeling Mail is indeed a true Minister's train and all West Bengal VIP's visiting north bengal travel by it. In fact on one occasion I even had as my co-passenger in AC 2-tier the current Chief Minister of West Bengal. The Darjeeling Mail earlier used carry second class 2-tier coaches which were later abolished. Initially three first class coaches were the sole upper class segment of the mail and being a railway child I always travelled in them. However one of them was later replaced with AC Chair cars. The Ac Chair cars on the two rakes of the mail had names. They were called Kailash and Nandadevi and these two coaches belonged to NFR/NJP while the rest of the rake belonged to ER/SDAH. Though New Jalpaiguri is only a secondary maintainence depot for the Darjeeling Mail yet nearly complete primary maintainence schedule is carried out for the mail. In fact the railway staff and even the officers take at NJP take a special pride in the Darjeeling Mail though the train officially belongs to Sealdah. The staff in Sealdah is also equally proud and I guess the best idea to increase this pride is to have one rake of NFR and one rake of ER for the mail. In fact at the coaching depot at NJP the best spare coaches are kept for the mail. The depot also has spare name boards for the mail. The Darjeeling Mail departs from platform number 1 at New Jalpaiguri (this was earlier platform 3) and arrives on platform 2. The controllers give the mail the highest priority and if any down train arrives at NJP around the departure time of the mail it usually is made to wait till the mail departs. The top officials of NJP are present almost regularly during the departure of the mail.
However during the eighties the services of the mail deteriorated. In both directions it ran late and poor coaches were provided. The coaches were essentially the old coaches of another legend the Kalka-Mail. It also had a very low priority on the Howrah-Bardhamann chord which the mail joined from Dankuni. Most of the days it used to be overtaken by Kalka and Imperial Mail (Bombay Mail). It used have a WAM-1 to haul it to Bardhamann and then a WDM-2 of Bardhamann shed took it to NJP. The WAM1 gave a poor performance since in order to save the old traction motors the DEE of SDAH had instructed the drivers not to go beyond the 17th Notch and requested them to coast most of the time. Thus sometimes it took more that 3 hours to cover the distance of 107 kms. However in the mid-nineties with the introduction of the air-brake rake the Darjeeling Mail regained its old glory and its priority again went up and it started running on time. From 1995 it was also completely dieselized which for me was indeed a dream come true. It in fact has a very accident free record though in 1975 with a WP it plunged into the rear of a local train at Ultadanga (now called Bidhanagar Road). I am sure that I can tell a lot of stories about the mail which I will definitely do again though I will stop for today.
I remember a very curious incident while in high school. I was travelling with a friend who hails from North Bengal. Since we were travelling on a short notice we had no choice but to travel in second class general. It was the second one from the engine and the train was running before time and at 7:30 a.m. next morning we approached Rangapani the station just before NJP. While one crosses the outer-warner at Rangapani (the signalling at the time) there is a tight curve and the train leans into the curve and then enters Rangapani yard. As usual I was looking out of the window to see the driver in the cab. But suddenly I saw that the loco got detached from the train and sped off and luckily since the curve had 15 km/h restriction the Darjeeling Mail slowly came to a halt. The driver and the assistant recognised it much later and they were already at the NJP outer-warner. In fact it took two and a half hours for the loco to return and take the train at slow speed to NJP. We were lucky that we were slow on the curve or else who knows what would have happened. So our right time journey turned sour. I will continue later with some more stories of the Darjeeling Mail.
Like the Deccan Queen in the west the Darjeeling Mail has accquired a legendary status in the east. For me the Darjeeling Mail was the train that took me home on every vaccation and brought me back to my boarding school at the end of it. I guess in that sense I always loved 43UP while I wasn't very happy to be in 44DN. However the Darjeeling Mail had silently made a mark on my mind. I guess I have been travelling on this train from the early seventies when it was WP hauled. During those days the locomotive and the crew of New Jalpaiguri worked the mail till Rampurhat from where a Rampurhat loco and crew took it all the way to Sealdah. There is an old saying in North Bengal which I guess is still true. It says the following : New Jalpaiguri springs to life with the arrival of the Darjeeling Mail and sleeps with its departure in the evening. 19:15 in those eraly days was the famous time when the mail left Sealdah in the up direction and New Jalpaiguri in the down direction. From my home in the railway colony every evening as child I used to see the WP thrusting forward with the mail and the cab had a red glow followed by a string of lights which made an everlasting impression. Even during diesel days in the eighties when I was at home during the vacation I used to reliieously see the departure of the mail. At 19:15 hours one could hear the notch up sound of the WDM-2 and the within a few mninutes it rushed by with a string of ligths following it. The train was so popular that it was very difficult to get a reservation during any time of the year and there was a real fight among waitlisted passengers to get a berth. The TTE's really had a good time and made fortunes on the mail. Apart from catering to two slip coaches from Haldibari the mail also had two slip coaches for Katihar which was detached at Kumedpur. Though those slip coaches to Katihar were later abolished the mail continued to stop at Kumedpur and the small junction near Barsoi from where the line divergerd to Katihar.
The Darjeeling Mail is indeed a true Minister's train and all West Bengal VIP's visiting north bengal travel by it. In fact on one occasion I even had as my co-passenger in AC 2-tier the current Chief Minister of West Bengal. The Darjeeling Mail earlier used carry second class 2-tier coaches which were later abolished. Initially three first class coaches were the sole upper class segment of the mail and being a railway child I always travelled in them. However one of them was later replaced with AC Chair cars. The Ac Chair cars on the two rakes of the mail had names. They were called Kailash and Nandadevi and these two coaches belonged to NFR/NJP while the rest of the rake belonged to ER/SDAH. Though New Jalpaiguri is only a secondary maintainence depot for the Darjeeling Mail yet nearly complete primary maintainence schedule is carried out for the mail. In fact the railway staff and even the officers take at NJP take a special pride in the Darjeeling Mail though the train officially belongs to Sealdah. The staff in Sealdah is also equally proud and I guess the best idea to increase this pride is to have one rake of NFR and one rake of ER for the mail. In fact at the coaching depot at NJP the best spare coaches are kept for the mail. The depot also has spare name boards for the mail. The Darjeeling Mail departs from platform number 1 at New Jalpaiguri (this was earlier platform 3) and arrives on platform 2. The controllers give the mail the highest priority and if any down train arrives at NJP around the departure time of the mail it usually is made to wait till the mail departs. The top officials of NJP are present almost regularly during the departure of the mail.
However during the eighties the services of the mail deteriorated. In both directions it ran late and poor coaches were provided. The coaches were essentially the old coaches of another legend the Kalka-Mail. It also had a very low priority on the Howrah-Bardhamann chord which the mail joined from Dankuni. Most of the days it used to be overtaken by Kalka and Imperial Mail (Bombay Mail). It used have a WAM-1 to haul it to Bardhamann and then a WDM-2 of Bardhamann shed took it to NJP. The WAM1 gave a poor performance since in order to save the old traction motors the DEE of SDAH had instructed the drivers not to go beyond the 17th Notch and requested them to coast most of the time. Thus sometimes it took more that 3 hours to cover the distance of 107 kms. However in the mid-nineties with the introduction of the air-brake rake the Darjeeling Mail regained its old glory and its priority again went up and it started running on time. From 1995 it was also completely dieselized which for me was indeed a dream come true. It in fact has a very accident free record though in 1975 with a WP it plunged into the rear of a local train at Ultadanga (now called Bidhanagar Road). I am sure that I can tell a lot of stories about the mail which I will definitely do again though I will stop for today.
I remember a very curious incident while in high school. I was travelling with a friend who hails from North Bengal. Since we were travelling on a short notice we had no choice but to travel in second class general. It was the second one from the engine and the train was running before time and at 7:30 a.m. next morning we approached Rangapani the station just before NJP. While one crosses the outer-warner at Rangapani (the signalling at the time) there is a tight curve and the train leans into the curve and then enters Rangapani yard. As usual I was looking out of the window to see the driver in the cab. But suddenly I saw that the loco got detached from the train and sped off and luckily since the curve had 15 km/h restriction the Darjeeling Mail slowly came to a halt. The driver and the assistant recognised it much later and they were already at the NJP outer-warner. In fact it took two and a half hours for the loco to return and take the train at slow speed to NJP. We were lucky that we were slow on the curve or else who knows what would have happened. So our right time journey turned sour. I will continue later with some more stories of the Darjeeling Mail.
Buy tickets in India
Do you need a reservation for traveling in Trains in India?
Reservation is needed for traveling in trains in India, you need a seat or berth reservation for any long-distance journey on an Indian train; you cannot simply turn up and hop on. Bookings open 60 days in advance (although it was recently temporarily extended to 90 days as an experiment). Some short-distance inter-city trains may open for bookings less than this).
Indeed, according to an Indian professor with whom I shared a compartment, computerisation saved him 50% of his travel costs as he had always had to pay the same again in bribes to get a reservation..! Indian trains are usually very busy, and they often get booked out days or even weeks ahead. You should make reservations as far in advance as possible - you may see TV screens in the reservation offices in major cities showing berth availability on the main trains from that city over the next few weeks. However, a tourist quota gives foreigners and IndRail passholders preferential treatment.
Indian Railways have a unique reservation system:
After a train becomes fully booked, a set number of places in each class are sold as 'Reservation against Cancellation' or 'RAC'. After all RAC places have been allocated, further prospective passengers are waitlisted. When passengers cancel, people on the RAC list are promoted to places on the train, and waitlisted passengers are promoted to RAC.
Tourist reservation bureaux:
The main stations in big cities and tourist centres such as New Delhi, Bombay, Calcutta, Agra, Jaipur and Varanasi have an International Tourist Bureau where foreign travellers can book trains away from the crowds and queues at the normal booking office. There is also a 24-hour rail booking office at Delhi International Airport. For a list of stations with an International Tourist Bureau, and opening times, visit indianrail.gov.in and select 'Information' then 'International Tourist'. Ignore anyone telling you the ticket reservations office is closed, but their travel agency across the street can sell you a ticket..!
Tourist quota in Indian Railways:
Many important trains (but not all trains) have a special quota of seats or berths available for tourists and IndRail passholders. A train which is fully booked for Indian travellers may still have a few 'tourist quota' berths available within a day or two of departure so that foreign travellers can travel at short notice.
However, even using this special quota you may have to wait a day or so before there is a berth available to your chosen destination. The tourist quota applies to perhaps 200 trains a day out of a total of 9,000 trains, and the quota might be just 2 and seldom more than 12 places, spread over each class. Railway Tickets issued against the tourist quota must be paid for in US Dollars, pounds sterling, or rupees backed by an exchange certificate proving they have been obtained from a bank or bureau de change in exchange for foreign currency. Rupees backed by an ATM receipt and foreign bank card may be sufficient.
Reservation is needed for traveling in trains in India, you need a seat or berth reservation for any long-distance journey on an Indian train; you cannot simply turn up and hop on. Bookings open 60 days in advance (although it was recently temporarily extended to 90 days as an experiment). Some short-distance inter-city trains may open for bookings less than this).
Indeed, according to an Indian professor with whom I shared a compartment, computerisation saved him 50% of his travel costs as he had always had to pay the same again in bribes to get a reservation..! Indian trains are usually very busy, and they often get booked out days or even weeks ahead. You should make reservations as far in advance as possible - you may see TV screens in the reservation offices in major cities showing berth availability on the main trains from that city over the next few weeks. However, a tourist quota gives foreigners and IndRail passholders preferential treatment.
Indian Railways have a unique reservation system:
After a train becomes fully booked, a set number of places in each class are sold as 'Reservation against Cancellation' or 'RAC'. After all RAC places have been allocated, further prospective passengers are waitlisted. When passengers cancel, people on the RAC list are promoted to places on the train, and waitlisted passengers are promoted to RAC.
Tourist reservation bureaux:
The main stations in big cities and tourist centres such as New Delhi, Bombay, Calcutta, Agra, Jaipur and Varanasi have an International Tourist Bureau where foreign travellers can book trains away from the crowds and queues at the normal booking office. There is also a 24-hour rail booking office at Delhi International Airport. For a list of stations with an International Tourist Bureau, and opening times, visit indianrail.gov.in and select 'Information' then 'International Tourist'. Ignore anyone telling you the ticket reservations office is closed, but their travel agency across the street can sell you a ticket..!
Tourist quota in Indian Railways:
Many important trains (but not all trains) have a special quota of seats or berths available for tourists and IndRail passholders. A train which is fully booked for Indian travellers may still have a few 'tourist quota' berths available within a day or two of departure so that foreign travellers can travel at short notice.
However, even using this special quota you may have to wait a day or so before there is a berth available to your chosen destination. The tourist quota applies to perhaps 200 trains a day out of a total of 9,000 trains, and the quota might be just 2 and seldom more than 12 places, spread over each class. Railway Tickets issued against the tourist quota must be paid for in US Dollars, pounds sterling, or rupees backed by an exchange certificate proving they have been obtained from a bank or bureau de change in exchange for foreign currency. Rupees backed by an ATM receipt and foreign bank card may be sufficient.
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