My journey with the Indian Railway commenced with my first travel way back in 1966 when I was in Grade 1.
In the Malayalam text book there was a small verse on the ‘Steam Engine’ – (കൂ കൂ കൂകും തീവണ്ടി, കൂകി പായും തീവണ്ടി) Koo koo kookum theevandi, kooki payum theevandi. I was fascinated by the poem and insisted on travelling on a train. My dad took me on my first train journey – an eight kilometer one from Kottayam to Chingavanam on a steam engine powered passenger. Little did I realise as a toddler then that I will serve in the Indian Army and travel the length and breadth of the country on trains. It was the beginning of a long and cherished association with the Indian Railways.
My father first took me to the steam engine as the poem was more about the steam throwing coal eating monster. He showed me three persons working on the engine. The Engine Driver (Pilot or Engineer) was the overall commander of the engine. He was responsible for ensuring punctuality, watch the signals, the track ahead and the train behind, see that the locomotive is running safely and efficiently, blow the whistle when required and plan ahead for stops.
The engineer was assisted by two Firemen who stoked the fire, maintained steam pressure in the boiler, watched the track and signals ahead, and relayed signals from Guard. They took turns with one stoking the fire and the other watching the signal and blowing the whistle. Firemen were also apprentice engine drivers, allowed to run the train under the engine driver’s supervision and expected to learn enough to be ready for eventual promotion. Even today, the Indian Railways recruit only Assistant Loco Pilots for their Diesel and Electric Engines, who over a period of service are promoted to be Loco Pilots. I am told that the Assistant Loco Pilots of today earn a salary more than that of the average software engineer!
Steam engines of yesteryear may have been slower and ‘dirtier‘ than diesel/ electric ones, but they were much safer. As per records, out of every 100 accidents on Indian Railways, only two involved steam engines as the steam engine staff had to be on their feet, busy stoking the fire, adjusting gauges, tightening gears and releasing excessive steam pressure, polish gleaming brass fittings and gauges, filling the water tender and so on.
The train was controlled by a Guard who impressed me with his well starched and ironed cotton white trousers and coat as white as snow. I could never figure out as to how these Guards on the trains pulled by steam engines, maintained their white uniform so well. A short journey on such a train always invariably resulted in my dress and hair getting covered with coaldust.
I might add here an interesting aside. The Indian Railways currently runs a luxury heritage train from Delhi to Alwar, renamed The Palace On Wheels, (earlier Fairy Queen, since 1855) powered by a 70-year-old renovated steam engine, named ‘Azad‘- engine number WP 7200, built in 1947 in USA.
Indian Railways is still maintaining its oldest working steam locomotive named Fairy Queen at New Delhi. I wonder whether the Railways still have the drivers to operate it.
When I joined Fifth Grade at Sainik School Amaravathi Nagar (Thamizh Nadu) in June 1971, travelling from Kerala to the School was the longest train journey one undertook until then. It commenced by boarding a Meter-Gauge train at Kottayam, hauled by a steam engine to Ernakulum. From there in the afternoon, it was on to famous No 20 Madras Mail – a Broad-Gauge train – which ran between Cochin and Madras to alight at Coimbatore. The only reprieve was that the train was hauled by a diesel engine, and therefore no coaldust.
The advantage in a diesel or electric engine is that it can run at same speed whether forward or backward. Steam engines were to run at lesser speed when running with its water tank in the front side. To avoid this there were engine turn tables at major loco sheds for turning the engine to keep engine side in the front.
We got off at Coimbatore by 9 PM and at 10 PM there was a train to Rameshwaram, again a steam engine train on Meter Gauge. This train dropped us at a tiny station called Udumalaipettai at 2 AM. Then there was the agonising wait in the small waiting room at the railway station for it to dawn so that the restaurants in town opened their shutters. Early in the morning it was a walk of about a km to the bus-stand, lugging our bags. Near the bus-stand there was a restaurant which served vegetarian breakfast and we enjoyed the last civilian meal of the semester before joining the Military School. From then on it was going to be the much loved ‘bill of fare.’
After breakfast it was a bus ride of 24 km on the No 10 Bus which plied between Udumalaipettai and Amaravathinagar – about an hour of a bumpy ride, but it ensured that the heavy breakfast we had consumed was well truly digested without any hiccups.
By the time I was commissioned in the Indian Army in 1982 the railways had evolved a great deal; the steam engines had given way to diesel ones which were much faster and did not deposit coal dust in our hair and clothes. With the army life came some really long and memorable train journeys. For a Mallu posted to most military stations in North India, 72 hours was par for the course. If your unit was in the North East, it was 96 hours and beyond. A colleague of mine used to travel from Trivandrum, then the southernmost station of the Indian railways to Ledo, in Assam, almost on the then Burma border, where his unit was located. It was small matter of some 4000km, 3970km to be precise, taking seven days. It involved travel by five different trains, with changes at Ernakulum, Madras Central, Howrah Junction, and Tinsukia. The journey from Trivandrum began with a meter-gauge train and ended at Ledo on a meter gauge train. But the bulk of the journey in the middle was by broad gauge. In some ways, the experience of a journey such as this is as exhilarating as that of a mountaineering expedition
Once or twice a year it was a journey homeward to avail the much-awaited leave. Also, the initial years in the army one had to undergo a lot of training courses at various institutions widely dispersed all over the country. This resulted in at least one more long train journey. Very often one had to travel at short notice and therefore without reservation. It was nothing short of high adventure.
As the trains rumbled across the length and breadth of the country, I was able to directly imbibe the diversity of our ancient land. As they crossed the many rivers flowing West to East, East to West and North to South (Only the Son River in India flows from south to North), and climbed the many hill ranges and plateaus, I came face to face with school geography. The vastness of the Indo-Gangetic plains, the stunning beauty of the Konkan tract, tenuous criticality of Siliguri Corridor, mesmerising beauty of the plains of Punjab engulfed in endless fields of wheat, mustard and sunflower, and the endless barren expanse of the Thar desert all lay bare before me. I couldn’t help but notice the gradual change in climate, topography, flora, demography, culture, architecture and so on. It was an ever-changing landscape of every facet of human existence. There is no better way to learn about this vast country than to simply travel by train. No wonder, the Mahatma, loved to travel by train.
When I am at Kottayam the Pole Star is not visible as it is always hidden behind coconut trees. As the train takes me northward from Kottayam, on the first night I begin to see it quite high above the horizon. On the second night it is much higher in the sky than the previous night. It was much later, during a training course that I theoretically learned that the latitude of a place is the vertical angle between the horizon and the pole star (altitude of the Polaris.) But the railways had made me understand the phenomenon much earlier. Latitude until then was just a line on a map.
Over the many years of train travel I also realised that the Indian railways is a truly humongous organisation any which way you look at it. It is one of the largest rail networks in the world with over 68500 km of track network and nearly 7200 railway stations. It is one of the world’s largest employers, employing some 1.4 million people. Every day it transports 25 million people. It is simply mind-boggling to think in terms of the likes of the entire population of a country like Australia or Taiwan being transported by the Indian railways on a daily basis. Of the worlds 230 odd nations only 55 odd have a population more than 25 million. The railways also move some 1200 million tons of freight every year.
One got to fully subscribe to Michael Portillo, British journalist, broadcaster, and former Conservative politician- “The two biggest legacies of the Raj are the unification of India and the English language. Moreover, without the railways, India would not have been connected and could not have become one country.”
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