Holiday in Goa 14th Nov - 21st Nov 2001 [page 4]

The Ernakulam WDM2B # 16673 at the head of the 1098 Ernakulam - Pune Purna express. The train has arrived before time from the south KR, reversed on the pf 1 at MAO and is now ready to start. Note the unusual external brake pipe along the locomotive frame.

A coach-washing machine in the MAO yard. The bifurcation towards the Braganza ghat in the NE direction and the South Konkan Railway is located just after the MAO yard.

An inspection coach from the KR. The first Rajdhani expresses rakes I remember from my childhood had these oval door glasses.

A trio of Braganza ghat bankers wait at the end of Kulem yard. These are needed to push a train up the steep grade ahead. Even if the train is light, the bankers ease the strain on the couplers and prevent runaways, thus are mandatory for any train working the ghats.

The ERS power is not ghat-qualified, lacking the 'auto emergency' brakes. Hence the 1098 gets a change of power only 20 Kms after reversing direction at MAO. Note the '14 day schedule' text on the ERS power. The extended period (normal is 9 days), allows the loco to venture further than before.

As the ERS power is drawn ahead, the Hubli division crew walk to the AE brake-equipped GY WDM2B # 16715. The ERS loco should have been changed at MAO itself, but I guess there is no place to stable the loco in MAO till the return link, the 1097 express arrives a few days later.

After checking of the loco, the crew will work this power till Londa, 77 kms away, after which a Pune WDM2 will take the 1098 till Pune. So the crew would have checked three WDM2s during their duty from MAO to MRJ, including checking two locos (the ERS power and this GY power) within a distance of 20 kms.

A trio of AE brake-equipped Gooty shed WDG2s scream by with dynamic brakes applied. The strict crew of the 1098 would not let me inside the cab but allowed me to stand on the loco frame to shoot this pic. I was traveling in the first coach.

This is the Caranzol loop in the Braganza ghat. As per the operating rules, the downhill traffic (the down line) has the priority over the climbing trains, so we wait.

The WDG2s are a recent addition to the AE-equipped studs that work the Braganza ghats.

'End of holiday' grumps! The window next to Aditi can be opened in case of an emergency. Therefore this window lacks the fixed bars on the outside.

The Gooty loco climbs the lower Braganza ghats with the Vasco - Londa express. The forest is part of the Bhagwan Mahavir national park.

A viaduct leading into a tunnel near Dudhsagar. Note the level gradient marker Braganza ghat was rumoured to be named after the shepherd who found the route in this difficult terrain.

The first pictures shows the mighty Dudhsagar falls from the Sonaulim station. The other pics show the deep pool below the falls seen from the railway line.

The ghat section has a two aspect signaling territory. This is the Sonaulim starter signal, there seems to be a sand drag on the left, while the descending loop line diverts to the right. Why is a sand drag needed for the climbing traffic?

The Doodhsagar home signal with the 'calling on' lamp. The calling on lamp is lit when the station master wants to admit a train into his territory but cannot use the conventional signals due to some reason.

Note the track ahead of the loco that would lead a runaway train into valley.

Huh? You never thought that this was possible, did you? This is the 'attention' aspect of the Dudhsagar distant (warner) signal. Note the 'P' for 'permissive' signal. Hence it is possible to pass the signal at the red aspect. Green = proceed, red = caution (next signal cannot be passed), while the attention aspect means that the next signal is at caution. 'Attention' aspect has the same meaning as 'double yellow' aspect that can be found in the four aspect multiple colour light signals.