VISIT TO OLAVAKKOT RAILWAY STATION
It was annual vacation time for our
school. There was plenty of time at our disposal to enjoy. I and my friends got
tired of playing various games and gossiping. In those days, there were no
pastimes like browsing the net, playing games on the mobile or watching
television, because none of them ever existed. Even possessing a radio was a
luxury. Very few people had a telephone connection. I am talking of the days
when many of the houses were using only kerosene lamps and the people depended
on firewood for cooking. We kept all the doors of the house for ventilation and
used the palm-leaf hand-fans when we sweat. Well, let me not go away from the
topic.
I have many friends in the agraharam, a cluster of Kerala Brahmin
houses built in two rows facing each other with a temple at one end. These
friends had very short and funny nicknames by which they were known. Thus my
friends were Cheenu, Chuppamani, Kittu,
Chandru, Mani, Vytha, Vichu etc. Their real names were Sreenivasan,
Subramanian, Krishnan, Ramachandran, Subramanian, Vydianathan and Viswanathan
respectively. One evening, I, Cheenu suggested that we could spend some time at
the Railway Station nearby. The name of this station was Olavakkot, or
Olavakkod (the last syllable,‘d’ to be pronounced as in ‘dam’). This station
has now been renamed as the Palakkad Junction. It was located just on the other
side of Kalpathy river. We could cross the river and walk half-a-mile (it was
not kilometers then) further to reach the spot. The water in the river used to
be just knee-deep and the total walking distance was 2 km only.
We three reached the Station. Cheenu
was chosen as our leader in this venture, because his father was a station
master. Cheenu bought the platform tickets, costing 2 annas (1/8 Re) each.
Today, they cost Rs. 10/- and even Rs. 50/- for some stations. This ticket was
a small thick piece of cardboard with the particulars of the station’s name,
the words “platform ticket”, the cost and a serial number. These tickets were
valid for the whole day, i.e. till 12 midnight, unlike today. We entered the
platform and started investigating the premises. What we found forms the topic
of this article. Cheenu saw that a train had arrived in Platform No.1 and would
be leaving in the opposite direction, towards Dindigul. The engine had gone
ahead so that it could reverse on a turn table. Afterwards, the engine would be
brought to the front of the train for its onward journey. Cheenu called us to
hurry up. We two followed him to the “turn-table” where the engine reversed its
direction. We reached there just as the engine was approaching the bridge in
the well to its middle part. There it just parked.
The turn-table was a shallow circular well with a railway track as one of its diameters. The engine approached the well through its track and went through the tracks to the middle of the well. Some railway workers walked around the well pushing a lever at either end of the ‘diameter’. We all watched with interest as the engine slowly turned through 180 degrees and finally came to a position such that it could take the same track, now facing the opposite direction. At the go-ahead signal from the workers, the engine moved out of the well, took the adjacent track and reached the front of the train. Then it reversed and got connected to the bogies to start its journey towards Pollachi.
Suddenly, Cheenu asked us to listen to the
bell. It was like a temple bell. It was just three beats with a small interval.
Cheenu told us that it was a clearance bell for the metre-gauge train to start.
The guard from the last bogie waved the green flag. Giving a long whistle, the train
started. As the last bogie passed us, I noticed an “LV” board behind the train. Cheenu said, “It is a
short for ‘Last Van’. The station master should confirm that it was there. In
every train, the last bogie should have this board. That way, they would come
to know if a part of the train had got disconnected during its run. You can
see, there would not be this board in the back of other bogies.”
Then Cheenu took us to the pillar
displaying the name of the station. It was written “Olavakkot junction” in
Rnglish. I asked Cheenu, “Why can’t they use ‘d’ instead of ‘t’ as the last
letter? In Malayalam, it is known as “Olavakkod”. I can understand if they
don’t have a proper letter. It is not the case here?”
Cheenu replied, “This is how the
British people pronounced it. There are worse cases. Like, “Trivandrum,
Trichur, Cannanore, Tellicherry, Badagara,
Alwaye etc. where, in spite of availability of proper letters, they are
not using them. Since we were under their rule, we have to follow them. Soon,
the spellings will be changed.”
“See Cheenu, What is this MSL 250
written below in this name-board?” I asked Cheenu.
“Your observation is very good. MSL
is abbreviation for Mean Sea Level. This place is about 250 feet above sea
level. You will find such information in all stations, in their name-boards.”
He replied.
As we moved, I wanted
to collect more information about the railways. Presently, I saw OJA written in
the pillars and walls of the stations. When I asked about this, Cheenu said, it
is a code for this station. OJA refers to Olavakkot Junction. Invariably, in
the codes for the Junctions, ‘J’ letter will be there. But there are
exceptions.”
A
water tank for the engine
|
An engine receiving water
|
Another engine being
served with water
|
Cheenu pointed at a huge metal tank
kept at a height, on the side of a railway track. He said, “See, that is a
water tank. The water needed for the steam generation by the engine, is stored
in that tank. The water is sent through the huge pipe line to the hollow pillar
and to the horizontal pipe. The engine comes there to fill its belly with
water. You can see the arrangement by which water from the reservoir reaches
the engine. The water tank comes in different shapes also: spherical,
hemispherical, cylindrical etc.
I had a doubt. “Cheenu, if the train
works on water, why it is called theevandi,
fire-vehicle, in Malayalam and pukaicandi, smoke-vehicle, in Tamil?”
“It is simple. People do not see the
water inside the belly of the engine. But, they see the huge fire burning
inside the engine and also the thick smoke coming out of the chimney. Before
you ask, let me tell yuou why water is needed. It is the water which is heated
to get converted to superheated steam, using the coal at the bottom of the
cylindrical portion of the engine. You can see a big fire inside the engine and
a foreman feeding it with more and more coal. The superheated steam operates on
some complicated lever-system, which ultimately moves the wheels. The coal
emits black smoke when it is not fully utilized. If you don’t know, let me tell
you, these engines are called ‘steam engines’.”
Our attention was drawn to the sound
of the continuous ringing of the bell outside the station master’s office. The
sound ended with three sharp strikes. Cheenu told us that the bell was
announcing that a train was to reach our station from Shoranur side shortly. As
instructed by him, we three followed a railway worker to a shed called signal
cabin. The man climbed over the steps on a staircase to reach the cabin. Since
we could see the inside of the cabin, we stood below. In the cabin, he was
pulling some upright levers with force towards him. Cheenu drew our attention
to the single signal far away. It had tilted down. It meant that the train
could come to the station. The station master had set the track accordingly.
The man in the cabin whistled to the man at the railway crossing nearby and
obtained the return whistle. He closed the gate at the level crossing for the
vehicles on the road. We saw the left signal at the top of the double signal
pillar, near the station, had also tilted down. These signals are known as
“semaphore” signals. This signal showed the passengers the platform in which
the train would be arriving. Here, however, there was no confusion: there was
only one platform for such trains, coming from either direction. A plan to
construct another platform, to be called as Platform No. 3, was in the pipeline.
In between, we found time to check our weights from the machine which threw out a card mentioning our weight and giving a forecast, in return for a ten-paise coin dropped in a slot after standing on a small platform.
A platform ticket sample
|
A single signal
|
A double signal
|
A level crossing,
closed for the train |
Level
crossing, being opened for road traffic |
A journey ticket |
|
Another cabin on the right
|
A
railway porter
|
A RMS
bogie |
A steam train
with red-coloured bogies |
A weighing machine |
Soon, another bell, just three strikes, informed the passengers that trhe train could be “sighted”. Yes, we could see a small movement like that of a worm, at the diswtance, where the track had a curvature. Cheenu told us, “See, that is No. 2, Mangalore-Madras Mail. The one travelling in the opposite direction is No. 1, Madras-Mangalore Mail. You see, Mail and express trains are fast trains, skipping some small stations on its way. The difference is just that the Mail trains carry the postal articles also, in a separate compartment. You can distinguish that bogie by its characteristic red colour. Just watch for it.”
We saw that the platform became quite alive by now. Passengers left the waiting rooms with their luggage to the platform. The porters brought the luggage to the passengers. Some porters were looking for clients getting down from the train. There were hawkers getting ready with their ware, like meduwada, bhajjia, halwa, banana chips, plantain and other fruits, cool drinks and air-pillows. The man selling coffee and tea had one big aluminium kettle attached with a stove below in one hand and an aluminium bucket of water with 4 to 6 glasses immersed inside. He had the maximum ordeal compared to others: he had to take out the glass tumbler from the bucket, fill it with the hot drink, pass it to the passenger inside the train, wait for him to drink and get the glass back and also the payment. At a time, he could serve 4 or 5 passengers. As I waited to see how he collected the money and the glass, I saw one tumbler falling off and breaking. The passenger paid for the tea, but not for the broken tumbler.
A double bell was sounded then. The train was ready to leave. The guard in the last bogie waved the green flag and the driver responded with w long whistle. Producing some puffing sound, the engine started pulling the bogies. The people in the platform waved their hands to the passengers. Slowly, the hustle subsided.
Cheenu turned towards us. “Shall we wait for the 82 Jayanti Janata Express, which would be here in another half hour? There won’t be more fun. We will see the same scene again.”
Vytha and I said, “Enough, Cheenu. Let us go home. It is getting dark. I am afraid to cross the rive in the dark.”
We three then turned towards home, fully satisfied about the information learnt about the railways.
We three then turned towards home,
fully satisfied about the information learnt about the railways.
As we started walking, I turned back to see a pair of signal posts, facing opposite directions. A train was approaching the signal post facing it, obeying the directive of the tilted signal, giving permission for the train to proceed.There was no fail-safe system and everything had to be done manually. Still, the system was working beautifully and with all safety to the passengers.