WALKING DOWN THE MEMORY LANE
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Its TRIP REPORT Time, folks!! This time, I’m bringing to you a report of a trip more than 3 years ago of a trip undertaken in MAY 2012. This report had been pending since ages and many members and admins were asking for it during these 3 years. On a lazy Sunday evening when it was raining outside, I was recalling the sweet memories of my trip back then sipping a hot cup of MASALA CHAI when the idea of writing this long pending report struck me....
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The trip and the report is special as this was my FIRST TRIP after me officially being a PROPER RAIL ENTHUSIAST. I was just 3 MONTH YOUNG RAILFAN after having joined IRI in FEBRUARY 2012. So sit back and enjoy, hope you like this reading as much as I love narrating it!!
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It was January 2012 when we (me and my parents) were planning a family holiday to North India. After a lot of BRAINSTORMING SESSIONS and changing the destinations umpteen number of times (our discussion even moved from North to South to Kodaikanal, Madurai & Rameswaram :P) , we finally zeroed in on the unexpected. A family trip to Nepal, our neighbour with similar cultures and yet a distinct identity. The dates and the plan was finalized from 10th May 2012 to 21st May 2012. Instead of opting for a flight to Kathmandu, we decided to take the rail-road combination as it would give a more enjoyable feel of the entire journey. India has six border crossings with Nepal, we chose the most popular one at Sunauli – Bhairahawa, around 100 kms from GKP. The arduous task of booking tickets on ARP of 90 days was the next hurdle, which was surpassed quite comfortably as we got CNF tickets in 2AC of the weekly PUNE-GKP Express.
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The never ending wait of 90 days finally came to an end and the D-day dawned. I was all agog with excitement of a family holiday that too out of the country (albeit by land) and more so because the long rail trip to “POORVANCHAL” (GKP) would present me loads opportunities regarding railfanning and enhancing my knowledge of whatever I had learnt or read during these 3 months on IRI.
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We arrived at station at around 15.15, exactly 1 hour prior to departure of the train. The train departs from PF-1 so we waited in the concourse hall. There was heavy rush on the PF to board the train, mostly consisting of migrant workers returning back to their hometown during summer. A shunter soon brought the train on PF-3. We went inside the coach and the marking was CR 11052 from which I could decipher that it was a new coach manufactured in 2011 and the 2nd coach of 2AC given to CR in the year 2011 (Application of knowledge in practical situations, courtesy IRI). After having settled in, I went to see the loco and it was a signature MIRINDA liveried PUNE-WDG-3A Shakti doing the honours. LTT-VSKP Express arrived on the adjacent PF-2 and departed after giving us company for 10 minutes. The condition of Sleeper class was dreadful and carried human cargo in excess of 80 in each coach and how I thanked my stars not to be in one of those coaches when summer was at its peak.
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At 16.15 sharp, we departed. The train started accelerating from the pit lines itself and gained momentum. Soon we hit MPS and the sounds of Shakti chugging were audible. Our co-passengers consisted of a young couple going to ALD (on the side berths) and an engineer who was returning to GKP after attending an interview in PUNE in our main bay, but he spent more than 75% of his journey on the upper berth sleeping, tired from attending the 3 rigorous rounds of interview. So me and my parents had the spacious bay all to ourselves. The TTE made his round and collected the “fare difference” of the hike announced in the budget. The run to DD was fantastic and we were given PF-2 at 17.35. I got down from the train and noticed the reversal process. Our coach which was just third from loco was now 20th post reversal. We were given starter at 17.52 and we moved at 17.55. The line towards MMR branched out to the right from the SUR-DD-PUNE mainline. The train was moving at around 75 kmph for a long time, before hitting MPS. There are many curves, rock cuttings and up-down gradients in this section hence trains usually remain below MPS. There were intermittent slowdowns as well. We made an unscheduled halt at ANG for a couple of minutes from 19.15 to 19.17 and were underway again. The journey leg from ANG-MMR was quicker as compared to DD-ANG. We had soup (from a vendor) and then home-made dinner. The train did not make an unscheduled halt at any station and was subject to just a couple of stops for want of signal. As we were approaching MMR, signs of electrification could be seen and OHE poles were raised with wiring in progress. We arrived fairly punctually at MMR on PF-1, at 22.05. We departed at 22.15, after which I hit the cosy bed for a good night’s sleep, in order to be fresh for a full day of RF. While doing so, I also lamented over the thought of missing the high speed run post MMR to BSL, where the train hits flat MPS of 110.
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Next day, woke up early at around 05.15 and the train was at ET outer, having crossed JUH. We arrived at ET and to my utter surprise, saw ED WAP-4 with a fancy number 22222 with 16094 GomtiSagar Exp but could not get a better shot as my mobile cam had zoom limitations and we were moving. Nevertheless, was happy to spot the loco. The halt at ET was quick and we departed at 05.35. We were put on the JBP line while the line to BPL lay on the left. In between was the ETS with WAPs and WAGs of various sheds taking rest. The OHE poles soon vanished and we were into a DIESEL HEAVEN. The train hit MPS and overtook a passenger at Gurra. The train continued with its MPS run which was pure bliss. I was doorplating in between, enjoying the rural scenery. The tunnels and the bridge at Bagra Tawa, a famed RF spot were truly spectacular. Breakfast was served, which consisted of cutlet and bread. We ordered 3 more packs which we decided to have for lunch and save ourselves the ordeal of an average tasting TYPICAL PANTRY CAR FOOD. With minimal slowdowns, we made it to JBP at 09.00 am, on PF-3. The crew changed, many people got down and new ones entered. A couple of railway DPs entered too and asked us to “adjust” for just hour and half upto KTE. The 2AC coach seemed crowded now, with many such DPs and almost everyone had resigned to their “adjustment requests”.
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The delay of 20 minutes was covered upto 10 minutes with a superb run and we were allotted PF-1 at KTE, at 10.40. The DPs vanished and so did our adjustment pains. A large army of WAP-4 and WAM-4 were on the sidelines beside PF-1 and I did not miss to capture the alluring sight .
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The run upto STA was slower with the train making many crawling in between and also making unscheduled stoppages. As a result, the delay mounted to over 30 minutes and we made it to STA at around 12.30. We had a halt of about 10 minutes and departed. Lunch was being served to those who had ordered the same. We had ours too, the same cutlet bread which we had kept aside in the morning. Post lunch, I went upstairs for a nap and a much needed break from morning RF session. The entire coach soon followed suit and the darkness due to curtains was quite noticeable. We arrived at MKP at around 14.20. The rake of UPSK could be spotted. Post departure, I dozed off peacefully.
I woke up at around 15.30 and the train was galloping towards ALD. We arrived at NYN at 15.45 for a 5-10 min halt. Crossed the majestic bridge over Yamuna and then crawled all the way to PF-8 at ALD at 16.20. I got down from the train and roamed around the PF since it was going to be a longish halt for reversal. Being a major station, many de-boarded and a few berths could be seen vacant. The heat outside was terrible. The reversal process took around 25 minutes and we set off close to 17.00 hrs, running late by about 40 minutes.
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The second leg of journey begins now, second leg because the train runs like a SF till ALD and then crawls till GKP. We got a first hand experience of crawling as the train was just crawling upto ALY and Daraganj. The spectacle was crossing Ganga Maiyya and we paid our obeisance to her. The train finally departed after a 10 minute unscheduled halt. It did hit MPS thereafter but the joy was short lived, as there were numerous slowdowns and stoppages enroute, both on the stations and in the middle of nowhere. The ALD-GYN-MUV-BSB line offers a true experience of UP countryside and rustic village life. The train was looped at Handia Khas and Gyanpur Road for crossings. The territory is a diesel paradise and the sight of fast crossings brought cheer to the railfan within me. Post Gyanpur, the run was better as the train did not hit MPS but maintained a decent speed. In the meanwhile, orders for dinner were taken; had an average chicken meal for dinner. The train was galloping towards BSB and tried its best to make up some lost time, rattled past Bhulanpur station just outside the sprawling campus of DLW . It slowed down considerably thereafter and the run from MUV to BSB was crawling like a tortoise. We were straightaway given PF-8 at BSB without having to wait at outer, at 20.55.
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After a 15 minute halt, we bade goodbye to one of the oldest and holiest cities of India. A fresh crew had taken over and the NER TTEs could be seen assessing vacant berths. Post BSB, after passing some time, I hit the bed, longing to have some peaceful sleep, for whatever part of the remaining journey. The alarm was set at 00.45 hrs, around half hr prior to scheduled arrival at GKP. At 00.45, the alarm went off and I got up, freshened a bit and opened the door. The train was stationary at Chauri Chaura, the historical station. Recalled my school days where we read about the Chauri Chaura incident in History book. Thanks to the huge slack between MAU-GKP, we we running just 20 mins. behind schedule. A long and enduring journey consummated at 01.45, when the train pulled in to PF-5 at the home of NER.
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Ratings:
Cleanliness: 8/10, regular cleaning of coaches and toilets by staff
Speed: 7.5/10
Food: 6/10, breakfast is good. Better to arrange for Lunch/Dinner through outside catering operators.
Overall: 7/10