After the Chinese New Years’ break Sandaoling is running as usual. There are new rumors that the final end of the steam and the railway is not decided yet. They’ll announced an all stakeholder meeting in March – and this should bring a decision. So there is still hope as the mine is supposed to run until 2019/2021. But the boiler tickets are expiring this year …
At temperatures around 5 to 8 degrees Centigrade there is almost no steam exhaust visible, only the mornings are good.
Nach dem chinesischen Neujahrsfest hat Sandaoling die Arbeit wieder wie gewohnt aufgenommen. Es gibt Gerüchte, nachdem das Ende der Eisenbahn bzw. der Dampftraktion doch noch nicht besiegelt seien. Im März gibt es eine große Versammlung aller Beteilgten, die eine Entscheidung herbeiführen können. Damit gibt es doch noch Hoffnung, denn die Mine wird erst 2019/2021 ausgekohlt sein. Aber die Kesselfristen laufen dieses Jahr ab …
Bei Temperaturen von um die 5 bis 8 Grad gibt es fast keinen Dampfentwicklung mehr zu beobachten, nur am Morgen sieht es noch schön aus.
After Chinese New Year an SY steam locomotive returned back to service. But today they decided to extinguish the fire at least until July 2017. The coal production is lower than usual due to the reduced demand.
However, February 11th we’ll fly to China. Sandaoling an Wujiu are on the agenda. Wujiu is still not sure, but we’ll receive new information after Feb 12th.
In Pingzhuang hat man nach dem Chinesischen Neujahrsfest eine SY wieder angeheizt. Heute jedoch wurde das Feuer wieder gelöscht, zumindest bis Juli 2017, wie man sagt. Die Kohleproduktion ist wegen der gesunkenen Nachfrage einfach zu gering, um den Einsatz der Dampflok zu rechtfertigen.
Am 11.2. fliegen wir trotzdem nach China, Sandaoling und Wujiu stehen noch auf dem Programm, wobei Wujiu immer noch unsicher ist.
Die gute Nachricht: die Iran-Reise kann durchgeführt werden! Die weniger gute: wegen der Probleme in der Osttürkei fährt über die berühmte Ghotour-Brücke nur ein Zugpaar pro Tag. Wir fahren natürlich trotzdem hin, um dieses Bauwerk abzulichten. Wer weiß, wie lange man noch fahren kann. Herr Trump könnte ein neues Dekret unterschreiben, vielelicht auch die Aufkündigung des Atomdeals und die abermalige Verteufelung des Iran … Wer noch mitkommen möchte, klicke bitte hier:
Vielleicht sehen wir uns im tollen Persien,
The good news is: Iran is confirmed, the tour will run. Not so good: due to the problems in Eastern Turkey the famous Ghotour bridge sees only one pair of trains per day. Of course, we’ll go there to see this magnifient construction. And who knows for how long such tours to Iran will be possible. Maybe Mr. Trump will sign another note which cancels the nuclear deal and bans Iran from international trade and toursim again … If you want to see to Persia, please click here:
Would be nice to meet in Tehran,
Die Reise nach Bulgarien konnte heute zugesagt werden, das 1’F2’-„Monster“ 46.03 wird also im März die Berge hoch brüllen! Die zweiachsigen Wagen werden auch kommen, es bestehen also gute Aussichten, dass die Reise den erhofften Erfolg haben wird. Wer noch mitkommen möchte, findet alle Details hier:
Viele Grüße aus Birma,
Today we could confirm the tour to Bulgaria: the tour is on. That means that in March 2017 the 2-12-4 “monster engine” 46.03 will storm up the mountains! The discussions about the four wheel wagons are in their last stage, so we’ll very likely see authentic trains and the tour might become the planned success. If you want to jump on the tour: please find the details here
Best regards from Burma,
Auf dem Weg zurück von Zingyaik, wo sich die Steinbrüche befinden, nach Bago erlebten wir einen schönen Abend. Anbei ein paar Bilder von diesem Tag.
On our way back from Zingyaik, the station next to a quarry, to Bago we experienced some very nice moments in the evening. Here are some pictures from that day.
Am nächsten Tag ging es dann von Thaton weiter in Richtung Norden.
The next day we continued with our northbound train.
Nach dem Ende der Reise bin ich in die Hauptstadt gefahren. Die Gespräche dort verliefen äußert zufrieden stellend, und daher taucht im Reisekalender eine neue Staatsbahn-Dampf-Reise für den Januar 2018 auf. Das Programm wird erst in einigen Wochen verfügbar sein, denn wir brauchen erst noch einige Bestätigungen, dass die neuen Pläne auch realisierbar sind.
After the tour I went to the capital. The talks there went very promising and hence there appeared a new steam tour to Burma on the tour calendar in January 2018. The itinerary will be published after I get a confirmation for a very special event.
Nach fast zehn Jahren erreichte erstmals wieder eine Dampflokomotive das Depot Mottama. Trotz Brücke ist das Depot immer noch in Betrieb! Das Gleisdreieck zum Drehen der Lok musste allerdings durch uns mehr oder weniger komplett neu aufgebaut werden, damit unsere Lok in beide Richtungen Schornstein voran fahren kann. Die Vorbereitung dieser Reise hat neun Jahre beansprucht …
Gestern hatten Lok und Mannschaft einen Ruhetag.
Almost ten years after the last steam locomotive reached Mottama and despite they built a bridge the depot is still in use. The triangle to turn our loco, however, needed to be re-build from the scratch. This was done in preparation of our tour to enable us to run trains in both directions chimney first. The tour was arranged over a period of nine years …
Yesterday our loco and its crew had a rest day.
Interessant ist auch der “Panzertriebwagen” im Depot – immer noch in Betrieb. Es muss fürchterlich heiß und laut in ihm sein, wenn man damit über die Schienen rumpelt.
Interesting the armored railcar in the depot – still in use. It must be horrible hot and noisy inside, when bumping over the rails.
Auf dem Weg nach Süden ist unser Steinzug mittlerweile im Verladebahnhof bei den Steinbrüchen angekommen. Auf dem Weg dorthin sind noch einige Aufnahmen entstanden.
On the way to the south our stone train reached its destination – the quarries of Zingyaik. On the way we could take some more pictures.
Mit einem authentischen Steinzug auf dem Weg nach Süden: das hat es seit zehn Jahren nicht mehr gegeben. Die Maschine hält erstaunlich gut durch. Bis auf ein heiß gelaufenes Lager (wird heute am Ruhetag repariert) und einen (genau vor dieser Aufnahme) verstopften Ölbrenner (fünf Minuten Verzögerung) gab es bislang keine Probleme.
An authentic stone train on its way to the south: this hasn’t been seen for ten years! Our loco performs surprisingly well. Only a hot connecting rod bearing (will be repaired today, our planned repairing day) and a blocked oil burner (problem solved within 5 minutes) there were no troubles on our way to Mottama.
Am dritten Tag unserer Reise hat uns im Verlaufe des Tages das Wetterglück verlassen. Ansonsten hat sich auf der Staatsbahn Myanmars noch nicht viel geändert. Noch, denn der Vertrag mit japanischen Lieferanten sieht vor, die Signaltechnik ab Juni 2017 umzubauen. Dann ist die Zeit der Formsignale vorbei.
The third day of our tour saw more and more clouds, until it became overcastted. The state railway of Myanmar looking still very much like ten years ago. But times will change, from June 2017 a Japanese company will re-signalling Burma.
Anbei ein Bild von der abendlichen Rückkehr von YC 629 mit einem Personenzug.
The picture shows YC 629 after our passenger train has reached Bago in the evening.
Die dritte Lok im Einsatz am vierten Tag: YD 964 durchfährt mit einem Steinzug den Markt von Theinzayak.
The third loco in service at our fourth day: YD 964 crosses the market at Theinzayak.
Nach zehn Jahren endlich wieder ein richtiger Dampfzug auf der Staatsbahn: YC 629 fuhr heute nach Pyuntaza.
Ten years after the last real steam in Burma we got it, finally: YC 629 went with an authentic train to Pyuntaza.
Before the tour starts: monks blessing our locomotives. The pictures shows the monks in the cab of YD 964, praying for the gods of steam.
Bevor die Reise beginnen kann: Mönche weihen unsere Lokomotiven, hier im Führerstand von YD 964 beim Beten für die Götter des Dampfes.
After a message that they extended their use of steam until the winter due to financial problems the end came over night: August 31st, 2016, the last fires were dropped in Fuxin. Diesel locomotives took over everything now.
Pingzhuang and Sandaoling are the remaining steam hotspots. Their end will also come soon but not unexpected.
Below a shot from better days.
Nach der Nachricht, dass Fuxin wegen finanzieller Probleme nun doch noch bis zum Winter Dampf einsetzen wolle, hat man zum 31. August 2016 alle Feuer unter den Kesseln der SY ausgehen lassen. Seither gibt es nur noch Dieselloks im Einsatz, Fuxin ist dampffrei!
Pingzhuang und Sandaoling verbleiben als letzte Dampf-Hotspots in China. Deren Ende steht aber ebenso unmittelbar bevor. Es kommt nicht unerwartet.
Unten ein Bild aus besseren Tagen.
Es gibt nur noch eine einzige, der letzte Mohikaner sozusagen. Zuckerrohr, das von Hand geschnitten und verladen, von Wasserbüffeln auf das Hauptgleis gezogen und hinter einer Dampflok die dampfbetriebene Zuckermühle erreicht: Olean bei Situbondo in Indonesien auf der Insel Java . Und auch hier nicht mehr täglich, aber immerhin doch in der Ernesaison in regelmäßigen Intervallen, wenn nämlich die eine eingesetzte Diesellok nicht ausreicht.
Man muss Glück haben, aber wenn, man es hat, dann lassen sich Aufnahmen machen, die man sonst nirgendwo mehr machen kann: ein beladener Zuckerrohrzug, der am Nachmittag oder Abend vom Feld zur Zuckermühle mit einer Dampflokomotive abgefahren wird.
Bei unserem Besuch konnte die Diesellok nicht gestartet werden und musste mit Hilfe der Dampflokomotive angeschleppt werden. Wie erbärmlich für die “neue” Traktionsart, die Starthilfe von einer 104 Jahre alten Dampflok benötigt, um auf in die Pötte zu kommen!
The last survivor of daily real steam operation of Indonesia is Purwodadi. They’re still using two locomotives to pull and push the trains over the bridge to the mill. Sometimes diesel locos are involved in this duty, however.
Olean is also using steam, but not on a daily basis.
Die letzte Mühle, die noch täglich echten Dampf einsetzt, ist Purwodadi. Zwei Maschinen ziehen und schieben die Züge über die Brücke zur Mühle. Manchmal sind aber auch Diesellokomotiven in das Rangiergeschäft mit den Zuckerzügen involviert.
Olean nutzt auch noch Dampf, allerdings nicht mehr täglich.
Fuxin is continuing to run steam. They first decided to leave four locos in service to avoid to dismiss too many staff. But then they had financial problems and can’t afford the diesel locos they got from another mine. These locos are in use:
SY 1319, 1460, 1378, 1395 (Zhude), 1210, 1818
On a holiday trip in the direction to Mostar, I stayed one day in the Tuzla area. This is, what was happening:
33 504 was shunting in the morning (approx. 0730 AM).
I asked afterwards for access. It was granted and the gatekeeper took my id as deposit. I stayed approx. 30 min close to the engine and received the id back after taking my pictures.
Tip for gatekeeper afterwards. Some asked for “Documenti” inside, but nobody hindered me in taking pictures.
33 503 was shunting in the afternoon (approx. 1530 PM).
I asked for access as shots from the outside seemed difficult and operation might cease soon. Access was granted, but only with a guide. The Loco was called, after 33 503 pushed all the cars through the facility; it was possible to let the train run through the facility again with many stops for photos. At the end of the track, the cars were uncoupled and I took a footplate ride to the “parking position” of the Sikule loco.
Multiple Tips, as many people were involved. Driver was customer-focused, that made an extra tip.
John Raby was back in Bosnia in May on an industrial heritage tour and what he found confirms that working steam in Bosnia is now normally confined to shunting. At the time of his visit, the Oskova narrow gauge shunt on the Banovici system was also diesel but this was put down to the low demand for coal and steam is expected to return to this when demand increases. On the standard gauge, 2-10-0 kriegsloks were shunting at Sikulje and Dubrave and Bukinje Works is still overhauling kriegsloks to give Kreka Mining a working fleet of 5 locos. The kriegsloks are allowed to travel between Kreka location over the ZFBH system light engine under their own steam. You can read John’s trip report here:
- Indonesien (Java) 2010
- Ferrovia Eritrea – Dampf über den Wolken Afrikas, 2008
- Eritrea 2010: Mit Mallets durchs Gebirge
- Die letzten Tage der QJ Jingpeng 2005 Dokusoap
- EF Donna Tereza Cristina, Brasilien 2013
Thomas Kautzor reports:
May 15-19, 2016 together with Torsten Schneider I visited the U.A.E. and Oman to take photos of trains.
Our two-day visit to Abu Dhabi to photograph Etihad Rail went well (= we were not arrested). I had written twice to the railway through their online contact form to ask for permission to visit their maintenance facility at Al Mirfa but never got an answer. On site we met the head of security, a South African ex-SAP who had previously worked in Afghanistan, and he told us that we should be very careful with Abu Dhabi Police not seeing us as the railway is considered a “Critical National Infrastructure” and we could have problems if we were seen photographing it. ER is being operated by DB Schenker, with DB International in charge of infrastructure and DB Cargo in charge of operations. As a result, most loco drivers are German and British expats who previously worked for DB Schenker in Germany or the U.K., although officially there are also some Emiratis drivers. The only product being transported is granulated Sulphur, a byproduct of the oilfields, which is carried for ADNOC, the Abu Dhabi National Oil Co.
The line runs for about 100 km along the coast and then 160 km inland past Liwa oasis to the loading point at Shah (km 264). There is another loading point at Habshan, between the coast and Madinat Zayed. There are loops for the trains to turn at both loading points and at the unloading facility at the port of Ruwais. ER has seven 4500hp EMD SD70ACS (identical desert locos operate with SAR in Saudi Arabia and with SNIM in Mauritania) and 240 chinese-made covered hopper wagons, with 11,000-tonnes 110-car 1.8 km-long trains hauled by three locos. Empties travel at 100 km/h, loaded trains at 80 km/h.
The trains leave the depot at Mirfa to the loading points, then run to Ruwais to unload and then return to Mirfa. The Habshan run takes place mostly at night, with only the Ruwais to Mirfa section during daylight, but apart from the closed motorway bridge at Ruwais there is no access to the line, and the day we went there we had just missed it as it had left earlier than scheduled. The longer Shah turn is more favorable to photographers as it leaves Mirfa shortly after daybreak and cames back in the afternoon. The line is fenced-in all of its length, but there are a few bridges over the railway from where the train can be photographed.
The line along the coast is double-track as it was going to be part of the GCC Rail Network which was to link Kuwait, Saudi Arabia, Bahrain, Qatar, the U.A.E. and Oman. After the official opening of the existing line in 12/2015 (which has seen test runs since 09/2013), it was however announced in 01/2016 that the tendering process for Phase 2 of Etihad Rail (628 km) had been suspended until further notice as a result of the low oil prices. This included the link from Ruwais to Ghweifat on the Saudi border as well as from Liwa Junction (Tarif) to Al Ain (on the border with Oman). Since then, the Saudis have stated that they had changed their priorities to building up their domestic network and the Omanis have also suspended the tendering for their part of the network in order to rethink their priorities in view of the fact that the connection from the U.A.E. will not be built in the near future.
In Abu Dhabi city, we also visited the Khalifa Park Railway, AD’s first railway (609mm) opened in 2007. The loco is Severn Lamb “Lincoln” class 2131.FEB.03, with the 68hp Kubota V3300 engine in the tender. As there no other passengers for the first train of the day at 3 pm, we were able to turn it into a photo charter with the friendly assistance of the Bangla train Crew.
The Palm Monorail links the Gateway parking garage on the mainland (served by a Dubai Tram station) with the Atlantis Aquaventure hotel complex on Palm Jumeirah (a palm-shaped man-made island) since 2009. It is operated by Serco for real estate firm Nakheel. Two out of four three-part driverless straddle-beam monorail trains built by the Marubeni Corp./Osaka Monorail Co. Ltd. in Japan are in operations on a 23 min. frequency. The ride only takes 10 minutes and is used mainly by tourists as it much easier and cheaper to drive onto the island. Moreover, connections to other modes of public transport at the Gateway are poor. Initial plans called for an extension of the monorail to Dubai Internet City metro station, which would have made it more attractive to commuters. There are two intermediate stations, but although trains stop there for a few seconds, these are not open yet.
After Abu Dhabi, we spent two days photographing the various metros and trams of Dubai. First was Baguley-Drewry 4wDH 3655/1968 (12 tons, 80hp Perkins 6.354 engine) at Mushrif Park. Together with two other BD No. 3656-7/1968 and two RH 0-4-0DE 165DE 418595/1957 and 418599/1958 it was used in Dubai by Costain International Ltd. as No. L1-L5 during construction of Port Rashindfrom 1968 to 1971. After completion, all five locos and the 18 Butterley Co. Ltd. flat cars were put into storage in Dubai and in 1975 L1 and two of the cars donated to the city for use on an 0.8 km long line at newly-opened Mushrif Park (10 km east of Dubai Airport). The two flat cars were fitted with passenger car bodies made of plywood and benches. Although initial plans were for the line to be extended into a loop around the park, the railway only lasted until 1981 when it was replaced by a road train and the train was put on display next to the passenger loading platform.
Since then, apart from a park railway at Safa Park, Dubai had been without a railway until the opening of the first section of Dubai Metro’s Red Line in 2009 and of the Palm Monorail the same year. Since then, Dubai now has two metro lines, a tram line, a trolley (tram) and a monorail.
Dubai Metro consists of the 52 km-long Red Line from Rashidiya to Jebel Ali and the 22.5 km-long Green Line from Etisalat to Creek. 79 five-car driverless trains built by Kinky Sharyo are in use on the system (60 on the Red and 19 on the Green Line), which are maintained in three depots (Rashidiya, Jebel Ali and Etisalat). One car on each train has a “Gold Class” section (double the fare) as well as a “Women & Children” section. Most of the lines are elevated, except in the city center where they are underground. The two lines connect at both Union and Bur Juman stations. The Metro is difficult to photograph from public ground because there are few vantage points above the tracks; the only possibilities are a few road bridges or parking facilities. The other option is to photograph through the station or the trains’ front windows. All stations are air-conditioned and fully enclosed. Dubai Metro is operated by Serco for the Dubai Roads & Transport Authority (RTA). There were once great plans to extend the metro with four more lines to 421 km of track, but that is momentarily on hold. However, a 14.5 km extension of the Red Line to the Expo 2020 site has been approved and construction is to start soon, while design work for a 20.6 km extension of the Green Line is to start in 2017.
Dubai Tram serves the Dubai Marina as well as the Al Sufouh neighborhood since 2014. The present 10.6 km line has 11 stations and is equipped with APS II ground-level power supply (only track within the maintenance center is equipped with overhead catenary). There are presently eleven Alstom Citadis 402 7-section trams, of which six are in use during non-rush hours. There are plans to extend the line by 5 km from Al Sufouh to the Mall of the Emirates and to Burj Al Arab (initial plans were for the tram to run all the way along Jumeirah Beach Road to the old center of Dubai). The Tram is also operated by Serco for the RTA, as with the Metro each tram features a “Gold Class” and a “Women & Children” sections, and all stations are fully-enclosed and air-conditioned. In order for the doors to align correctly, after the driver stops the tram at the station an autopilot takes over for a final move. At one point we were asked at a station by a Filipino security guard whether we had a permit to take photos of the trams, but we we told him “no” he said that it was ok anyway.
Dubai Trolley started operating next to Dubai Mall in Downtown Dubai in 2015 with one double-decker hydrogen-electric battery tram built by TIG/m in California (of the same type as the trams in Aruba). Although the line is officially 1.1 km long with three stations and a crossing loop in the middle, it measures at only 0.6 km. It is essentially a tourist tram, as is the case in Aruba it is faster to walk. There are plans to extend the line by 4.6 km to loop around the Burj Khalifa (the world’s highest building), which would include a section through the parking garage of Dubai Mall, and a second trolley is expected soon. The Trolley is owned by real estate giant Emaar. During the hotter summer month the lower level of the trolley can be enclosed and air-conditioned, as can waiting rooms at two of the three stations
Im Mai 2016 gab es eine FarRail Tours Reise zu den ziemlich unbekannten Eisenbahnen im Iran. Anbei eine kleine Auswahl von Fotos. Wir beginnen mit dem nördlichen Abschnitt der Transiranischen Eisenbahn:
In May 2016 FarRail Tours managed to run a tour to the nearly unknown railways of Iran. Below are some pictures of the tour. We start with the northern section of the Transiranian Railway:
Der südliche Abschnitt der Transiranischen Eisenbahn:
The southern section of the Transiranian Railway:
Im Depot von Teheran:
In the Tehran depot: