Monday, November 20, 2023
Post Script - On Cricket
Saturday, November 18, 2023
On Cricket
This is a long article, about growing up with Cricket. It is interspersed with Video Links to Cricketing Moments. Savour those moments!
Let's begin with something that needs to be said. There have been many football anthems - but none like Shakira's Waka Waka, and there have been many cricket anthems, but none like Adnan Sami's Aah Yeah Oh. I still listen to it on important match days. It brings to mind the much remembered 2003 World Cup campaign of India, together with that tragic final, where Ricky Ponting ended the match within the first 40 overs itself. As someone who is still to recover from Ponting's assault in 2003 final, I would have preferred South Africa in the final facing India. I hope Rohit Sharma and Co. are not as diffident about the team's prospects as I become whenever team India plays Australia in important ICC matches!
Saturday, October 28, 2023
On Trains, Berths, Classes and Arses
So I recently made my first trip on the 'new' Third AC Economy Coach of Indian Railways. My solo trips are times for such 'adventures.' Family trips are almost always AC First. It started from when we were just a couple, and not a family. We very much wanted to go on the Palace on Wheels for our honeymoon. Turned out the that the tickets are still priced for the First World tourists, with a figure that could be the down payment on a small flat. So the next best thing was a Coupe in AC First of Indian Railways! Since then, we could not decide when to put a stop to the practice, and 'downgrade'. I have travelled more on the class out of pocket, as compared to when, as an officer in the Railways, I was entitled to travel in the class by paying one third of the fare difference from AC 2. But, I digress. I was telling about the AC 3 Tier Economy, or, the M Class.
I decided to dip below the 'traditional' AC 3 (the B Class) not because of the difference in fare (it is hardly significant). However, the upper class did not have the side lower seat, which I so covet in these solo journeys. This one had them vacant, and I grabbed the chance. Now, writing from aboard the same, surfing the Rohilkhand countryside view from the large LHB window, I can confess that this is much better than the AC 3 (B Class). Frankly, comparing side lower to side lower berths, this is better than AC 2 (A Class)! (As an aside, nothing rankles more than drawing the side upper seat on AC 2, after paying that fare!)
The reasons for my saying so are concrete. Anyway, side berths on any AC class have been the same. This one, however, has two hollow 'boards' on both sides. The board incorporates the steps for climbing the higher berths. However, inside the hollows, there are the AC ducts. They open into personalized vents on each berth. The side lower berth gets two vents! Thus, the biggest problem of side berths, the lack of circulation, is obviated. Then, there is always that fear ( and sometimes events) of one rolling out into the passage. Often, limbs hang out and get hit by moving passengers. Not here. The boards provide a good stop to the feet, preventing any passage fouling. The head side board is a good support with which to enjoy the window view. The boards sort of give the whole coach a modular feel. Though it houses a dozen more passengers than the B class, they are all compartmentalized, and not 'in your face'. If the designers at RDSO get a bit innovative and extend these boards a little bit more, the privacy factor would improve a lot more, and with the personalized AC vents, charging points and the soothing upholstery, this could very well be the AC 3 Tier Premium!
Of course, there is that one issue. The dozen more people are housed against the same old 4 cubicles of toilets. So, technically that chinaware would see to some 18% more pair of arses. That surely puts the 'Economy' part back in the play. While technically that may be true, in reality, in these days of interconnected coaches, every Class is vulnerable to the arse. When you gotta go, you gotta go! If not in this coach, the toilets of the next coach shimmer like mirage just across that vestibule passage! Gone are the old days when coaches were on the whole isolated, and the toilets were just a hole in the sheet! These days these zero discharge toilets preserve and display the human effusions from across classes and coaches quite democratically. So the extra dozen of this coach, in reality belong to the whole train, and sky is the limit!
So, here I sit, on a train getting delayed every minute, but not troubling me, because the view is good. I am elated that I pay a hundred rupees less than the B class for this berth, and I pity the bloke in AC 2 side upper berth, who had paid five hundred rupees more for that privilege. So that brings me to my point. Indian Railways should start charging differentially for seats, and should let the passengers choose. There are a lot of Quora answers on how Railway berths are alloted so that weight is distributed well. I don't think that is true. An LHB coach weighs 40 tons. Suppose all 80 of passengers weight a 100 kilos each, and they all lean on one wall of the coach! It is an extra 8 ton on one side of the coach. Will it topple? Let's take more numbers. The LHB coach is 3.2 m wide. The broad gauge track is 1.676 m wide. Net over hang on both sides is 1.524 m, and on one side is 0.762 (interestingly quite close to width of Z class narrow gauge track). This means that for a given wheel, 0.762 m of the coach width 'hangs' on its outside and the rest 2.438 m hangs inside. Looking at a set of the 4 wheels inline under a coach, dividing the weight of the coach as per the ratio hanging on either side, one can say that 9.5 ton of coach hangs outside and the rest 30.5 tons hang inside. Toppling, however, depends not on forces, but on their moments. Assuming the coach weight is evenly distributed, the force should be seen as acting at half the distance of the overhang. Considering that the weight of the outside walls acts totally on the edge (and cannot be assumed to be distributed along the width of the coach), we may, approximately, put the action point at 3/4 length of the overhang. So, this way 5.43 Ton-metre (not an SI unit) of moment tries to topple the coach outside, while 55.77 Ton-metre of moment tries to set it down on the other wheel. Assuming our 8 Ton body of passengers is leaning on the edge of the coach, it still adds 6 more Ton-metre to the toppling moment. Yeah, the coach is not going to topple if people start getting their choice of berths.
So, what's the issue? Lethargy and inertia, maybe. However, even a frequent AC First traveller would know the struggle to get that Coupe allotted, or else feeling like a short changed AC 2 passenger in a 4 Berth Cabin (if you have to stare at strangers while getting stared back, the whole point of AC First is lost!) Allotting that Coupe or Cabin is the absolute discretion of the charting officer. We, in the know, beseech the almighty charting officer to bless us thus. Others simply take a chance. However, I would prefer paying a slight premium for a confirmed Coupe, even above the high fare, instead of waiting to see what the Lord Charting Officer has ordained three hours prior to my departure. If given a choice, I would pay more for an M Class side lower, than i would for an A Class side upper berth. Maybe, just maybe, then those entitled arses, who develop arthritis just on spotting a single male with a lower berth, wont come claiming those as if it were their birthright!
TLDR, AC 3 Economy Class is very good, at least from a side lower perspective. Indian Railways should start pricing seats differentially on choice. Maybe that would deter the entitled beings who develop arthritis simply on spotting a single male in possesion of a lower berth!.
Saturday, June 17, 2023
An Epic Travesty (Movie Review - Adipurush)
When we were in the second year of our Engineering course, we were treated to the spectacle called "Troy", starring Brad Pitt as Achilles, and Eric Bana as Hector. While the movie was enjoyable, we were left with a wistful wish - why can't some Indian movie maker pour in a huge budget, and do such a treatment of our own epics.
Well, we must be careful what we wish for, for it may come true, and how!
The movie opens with a shot of dementors on the lake, like in Prisoner of Azkaban. Guided telepathically by Night King from Game of Thrones! The protagonist, who is described in the scriptures as an Archer, eschews the bow, and tackles the dementors in wrestling bouts. No doubt Twitter is incandescent with rage!
For a three hour run time, (that denied us a meal post the show, despite our choosing a 730 pm show), a large part of the epic story is omitted. Movie starts at the Shoorpanakha incident and stops at the rather bizarre end of Lankesh (For some reason, the movie makers have decided not to use the proper name of the characters, but the next common eponyms - why? Plausible Deniability? There is no chance of that working.) In between those elongated 3 hours, we have gems like Dhakad-aasur (धाकड़ासुर)! (Shudders), मैं तुम्हे धो दूंगा (in Bombaiya Tapori language), and Ravana (sorry, Lankesh) giving up the fabled Pushpak (which makes a cameo at the end of the movie, don't worry), for , what can be best described as an overgrown bat-dragon hybrid. Then there is overuse of very pedestrian level CGI. Even the ground our characters stand on looks synthetic. The fabled Golden Lanka seems made of coal, especially the way the towers catch fire. Worse is the treatment of Vanara sena. No homogeneity is observed in what is supposed to be a common clan - there are langoor type foot soldiers, while the major Vanaras look like a low price copy of the Planet of the Apes. Bajrang (their version of Hanuman ji) does not even look like a Vanara, but like a ham faced actor with air blown in the mouth to puff the cheeks - only the "wrapped towel prop as a baby" in Shamshera would be a worse cop out in recent cinematic history. Overall, the Vanaras are portrayed quite pathetically. For lifelike animal characters with human voices, they need not have looked farther than the recent version of Lion King. For much better CGI and VFX, they need not have looked beyond Prabhas' own Bahubali, made around a decade back! Sadly, the makers seemed too enamored with themselves and their imagination.
All is not bad. The lead pair does a sincere portrayal of the divine couple. The 'romance' part is handled tastefully, and the romance song would be watched on YouTube a lot. Some of the VFX was good - the artillery bombardment by Lankan forces, and the serrated yo-yo like defense weapon were showed well. And, for a change, Ravana's (sorry, Lankesh's) fabled sword actually looks like Chandra-haas (crescent moon). In 3D, in an otherwise strangely bestial-porn like scene of Ravana (sorry, Lankesh) getting a massage from huge snakes, there is a moment where a snake seems to break the fourth wall - that had a good jump scare factor.
The story has been violated quite liberally, and the anger of the devout is quite justified. However, for yours truly, it is an even bigger disaster cinematically. The wait for the Indian answer to Troy continues. Maybe Ranbeer Alia duo will deliver. We can only hope.
Saturday, June 3, 2023
On Tragedy, Train and Technology
As a member of a Railway family, as an ex Railwayman, and as a mechanical engineer, I am much pained by the serious loss of life in the train accident which occurred in the Balasore District of Odisha.
Train accidents with passenger casualties seemed to have become part of the history. Mass casualty accidents seemed so 'last millenium' phenomenon - the days of Gaisal or Purushottam Express accidents.
One silent revolution that had happened in the last few years was the increasing use of LHB coaches, with CBCs, in place of old ICF coaches with screw couplers. Even ICF coaches have been increasingly fitted with CBCs
To elaborate further, old timers may recall the two big plate like structures on two big cylinders, fitted on both ends of the coaches. They were the buffers, to prevent impact between the two coaches during shunting, or braking. They were an adaptation of the spring dashpot shock absorber. While effective as a buffer "normally" (when the train is on the track), it offered no buffing protection when the buffers on either side did not align (in case of an accident).
Old timers may also recall the thin screw and hook sort of structure (situated near the more obvious brake pressure hose) in between the two buffers. It appears thin, and it connected the two coaches by sliding a nut sort of appendage over the screw of the other side, thus making a tension only rigidity - this means that the bond was rigid only on pulling. Otherwise, a coach was free to rotate about the other coach in any which way. It was as if two bricks have been tied with a piece of string.
In its place, the Central Buffer Coupler (CBC) combines the Buffing and Coupling components in one device. The two ends are quite rigid structural elements which are connected to the coach frame, and they connect the two coaches in a way a hinge does. The coaches are allowed to rotate only along a vertical axis. (The way one coach is 'turned' with respect to another while the train is on a curve). Plus, since the 'buffers' are positively connected, they are available for buffing protection even in "not on rails" cases.
Now we need to look into a few mechanical phenomenon which cause fatality in rail accidents -
1. The coaches of the same train run through one another, in a phenomenon known as 'telescoping' (it looks like the two tubes of a telescope sliding into each other). Obviously a coach sliding into another can cause severe trauma to any occupant of the other coach.
2. Coaches under impact climbing on each other, and then falling from a great height. This causes trauma by fall.
3. Coaches derail onto another track, and get run over by another train. Side walls of the coaches are not designed for impact and the potential for trauma is extreme.
4. Occupants flying out of their seats / berths on impact, and colliding with fixtures.
The mechanism number one was a very common occurrence in the past, till the railways adopted the "anti telescopic design", in the ICF coaches. It was mainly done by differential strengthening of the coach body. The doorways are the weakest, and the toilets are the second weakest. The main body housing the passengers is the strongest. In case of impact, the weaker parts get crushed first, and absorb most of the energy, thus saving the main body from the brunt of the kinetic energy, as well as forming obstruction for body of one coach entering the other. That is another reason to be noted for avoiding footboard travel (or hogging the toilet for too long, for that matter!)
The LHB coaches with CBCs took care of the second mechanism. While screw couplers are weak and limp, the CBCs are rigid. Thus screw couplers break too easily, allowing the coach to fly anyway it prefers, and even if it does not break, it can allow the coach to turn upside down. The CBC remains rigid, and even on derailment the whole train sort of "stands straight". At most it can get wavy like a snake. But coaches don't turn turtle, or climb on each other and fall. In the past decade, a Rajdhani Express had derailed at full speed, and there was not a single life lost.In fact, as a person knowing about this technology, one was rather assured about the safety of rail travel (which it still is compared to road travel). Even in the photographs of the current accident, one can see that the parts of the train which did not collide with the other train are situated in a rather 'disciplined' manner. However, much of the loss of life is due to the third mechanism.
The third mechanism cannot be secured against from any improvement in the coach design. Although CBCs restrict how far a coach can fly on derailment, still, parallel tracks are two close to avoid spillage of coaches from one track on the other. Locating parallel tracks far enough is not feasible - would be very prohibitive in cost and time cosuming.
One method which may be used, is to avoid high speed crossing / precedence automatically. The Anti Collision System is already functioning. It may be used to automatically reduce the speed of both trains to a limit where the loco pilot can stop the train by emergency brakes, if he spots obstruction by coaches of another train. It may have its costs in speed reduction, but, barring a "great wall" or "great net" between parallel tracks, no other thought comes to mind to secure against this mechanism of life loss. This may sound like an outlandish idea in rail operations, but it is a very common precaution we take everyday on roads, going slow when crossing another vehicle.
The fourth mechanism is the most unfortunate, as it is inherent independently in all the other mechanisms, and also because the simple intervention of better securing the passengers and luggage can minimize it to almost zero. Road vehicles have had seat belts mandatory for long. However, we have still not started using them, even optionally, on trains. The provision may not be that difficult - it can be incorporated in the berth itself, without disturbing the coach interior per se. A retractable net below the lower berth can be used to keep the luggage mechanically secure.
To summarize, two low cost interventions that may be done quickly are -
1. Incorporating mandatory slow speed crossing / precedence in the General and Subsidiary Rules of Railway operations, and augmenting the ACD to actuate this automatically.
2. Provision of seat belts and retractable safety luggage nets in all high speed coaching stock.
The railways have steadily been using technology to better secure passenger safety. Anti-telescopic design, CBCs, Anti Collision Devices are some major interventions in the direction. However, misfortune is a sneaky enemy, and constant vigilance and technological improvement is the only way forward.
Sunday, May 7, 2023
Movie Review (and allied discussion) - Tu Jhoothi Main Makkar
The guy who came up with the title needs to be fired; or sent back to whatever school title-writers go to (compulsory re-training is a thing these days!) The unimaginative title was a big reason I never wanted to touch the movie with a ten foot pole. That too despite a couple of peppy songs, which I very much liked. No way I was going to watch a movie with that title. Especially one with a review of one and a half star! Still when the movie popped up on the menu on a night after a tiring trip, one either had to volunteer to browse on for a better option (and take guarantee for it!), or just watch on. So watch on we did, despite all my reservations.
Well, it had modular tropey kind of feel. However, it was nothing more than the last zillion Adam Sandler rom-coms I have seen recently. The professional break-up guy has also been done to death in the Hollywood Rom Com universe. However, professional break-up guy doing one's own break-up seems new. (That, or I may have missed a few Rom-Coms.) It was also handled professionally. However, the deeper issue which was discussed in this movie was surprisingly mature - the status of a young couple (or family) in a larger, modern loosely 'joint' family (MLJF).
Traditional joint families (TJF) stuck to the "native place" - the gaon, the pind. The MLJF, however, began when Whatsapp first came to India. It's existence continues in an amorphous way, online. TJF also stuck to the family profession - the old khet-khalihan, the old kirana shop, or the old haweli management. Young generation taking over essentially meant the older generation effectively retiring - not only professionally, but also from all the 'wordly' life. In MLJF, however, both the senior and junior generations have been working in modern professions. The senior generation need not retire to bootstrap the junior generation. Even if they are retired professionally, they continue dwelling in the same social status - attending events, entertaining guests, taking vacations. As long as the MLJF remains totally amorphous, that is not an issue. However, since MLJF is not rooted, it can happen, by design or by serendipity, that the senior and junior generations may come to live in physical vicinity. Suddenly, there boils up a primal need for hierarchy, and the primal need to convert into a TJF, in some way. It is not that anyone tells anyone to do it. It would, in fact, be much better if someone makes one's views on it explicitly clear. Then the other party may choose to oppose or acquiesce. However, the unsaid and largely supposed expressions wreak havoc on the mental states of the parties concerned. It is wrong to assume that only the senior wing feels this longing for "return to roots". Even the juniors somehow feel that things need to be this way. It, and the ensuing confusion, is portrayed well in the episode where the leading lady dons a "traditional" kurta, instead of the usual western wear. No one asked her to. It was just the thought of meeting the MLJF, a Dadi included!
Another issue, which is clearly brought out in the movie, is a big issue in MLJF. No, it is not the scheming saas. It is the general excess of love per cubic meter. The extended family dinners with the extended family, the need for someone to cook (when there is no need, and where a takeout would have sufficed), the lack of medical privacy, the lack of limited admission programs - the reader must be getting it.
The leading pair of the movie break up on this issue, which many would find trivial, but which, in reality, pervades every free waking moment of a MLJF. I was waiting to see how that is resolved by the plot - over its 20 minutes short of 3 hours run. However, even after that long a runtime, the issue is left unresolved. Yeah! Apparently the leading lad's "pyaar" is so powerful that, after the done to death airport chase routine, and a bent knee proposal by the extended family, the leading lady acquiesces. What follows, in post credits, is the familiar tussle over waking routine of the juniors, or over the preference accorded to food other than the seniors' cooking. While the depiction is truthful in the enumeration, these conflicts are brushed aside with playfulness. In reality, these are not remotely playful; infact they drain the lifeblood out of the relationship, both intra and inter generation.
So, let's summarize - one, it is a rather run of the mill rom-com, with a few time tested tropes; two, the part about the professional breaker-upper breaking up his own relationship was a new idea; three, a very big thing about the movie, the thing that drove me to right this whole article, was the fact that the movie, very gingerly, opens up the conversation about the issues of the MLJFs; and four, despite it opening the question mentioned above, it does ultimately a cop-out, remaining just the problem-stater, not the solution giver.
Hence, while it absolutely does not deserve the one and a half star rating Express gave it, the squandered chance keeps it off the big league. Still, for opening up this necessary conversation, it deserves at least a three. The big question may be left to a more mature drama, maybe a limited OTT series - maybe something by TVF!
Thursday, March 2, 2023
Deferred Live from Life - Field Recap
Prologue
We are back to Lucknow, the state capital, after more than 4 years of field work. I fully intend to utilize my joining time, and that gives me the time to unpack in our relatively modest dwelling (after living in the colonial era Magistrate Residence, every dwelling appears modest!), and to pen down the first article of this calendar year.


