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:
Jun & John offer the last and final tour to Fuxin, just days before they’ll receive diesel locomotives. This is what I got:
The information seems to come from one (well placed) source – Mr Gu who arranges for groups to visit the stabling point, loco depot and workshop at Fuxin. The reason given is that various outlying coalmines will close and this will release 7 diesels which will be used to eliminate steam. The reason to eliminate steam seems to be growing local opposition to the visible pollution from steam locos (in contrast to the invisible but more deadly(?) pollution from diesels). The plan requires the tip line to be upgraded to take the diesels. There have been rumours that that would happen for some time. I have no idea how easy a job that will be and whether it is possible in the 2-2.5 months available.
I’m sure a lot of us would like to go there to see the Fuxin Coal Railway in action with steam for one last time. Whether we can make arrangements to do this in the short time available is another matter.
You can visit Fuxin independently, of course, but you may find joining a group makes life easier. As an individual you may not have all the information available to the Chinese guides who lead the groups. Information such how steam will be eliminated – on what day, in a stroke or by running it down over a period, whether there will be an ’End of Steam’ ceremony and whether the plan is running early (or late) or is on track is more likely to reach the guides than the individual. They will be able to call Mr Gu on their mobiles as they wish with questions before the trip.
Ace Chinese steam guide and photographer Jun (Liu Xue Jun) proposes to lead a tour there 29 May – 5 June and I (John Raby) am assisting him to market this last trip. If you are interested in joining a group for one last visit to see a steamy Fuxin before the end, please contact one of us (Jun or me) for details. The tour is just over 5 weeks away so swift action is required if you want to be there.The price for the full tour 29 May – 5 June Beijing Airport – Beijing Airport is Yuan 11,200 + Beijing – Shenyang flight cost for 6 people or more. Please ask for the price for a part tour joining in Fuxin (via Shenyang Airport). Please also ask about additional arrangements before or after the tour.
Price for 6 or more for 8 days = Yuan 11,200 per Person plus flights
Price for 3-5 people for 8 days = Yuan 13,440 per Person plus flights
Price for 1-2 people = tour can go ahead as a private guided tour as a guide is available but subject to further discussion on the price
By having such a price structure, this should allow the tour to go ahead in almost all cases. We recommend only booking your flights once we have 3 people signed up.John Raby
A coal mine company close to Fuxin will cease its production. They’re using 7 diesel locomotives which will all handed over to Fuxin and eliminate steam in Fuxin. They plan to replace all steam locomotives by the end of June, 2016. By then they want to upgrade the railway line on the top of the dump to enable diesel locmotives going up there.
Eine Kohleminengesellschaft nahe Fuxin wird den Betrieb einstellen. Diese Firma hat sieben Diesellokomotiven in Betrieb und wird sie nach der Betriebseinstellung alle an Fuxin weiter reichen. Man plant daher, den Dampfbetrieb in Fuxin bis Ende Juni 2016 komplett zu eliminieren. Bis dann soll die Strecke auf die Abraumhalde soweit ertüchtigt sein, dass auch Diesellokomotiven dort hoch fahren können.
I just returned from a trip to China which included visits to Sandaoling and Fuxin. Some of the facts in this report might change in the next weeks due to the fact that I visited the places two weeks after Chinese New Year. Thus some of the operations might not have returned to full scale when I visited them. Nonetheless the future of steam in China, especially Sandaoling, looks rather grim.
Sandaoling operated with 6-7 JS locos (8081, 8167, 8197, 8225; I didn’t take down all the numbers as at least two locos were only shunting in Nanzhan where I didn’t go to. So steam operation continues in Nanzhan even after Chinese New Year), apart from that there seemed to be no further steam locos in running condition. Around the workshops several dozens of locos and waggons are lying around scrapped or partly scrapped. The compound for scrapped locos was full with 33 scrapped locos (I couldn’t note the numbers as I was not allowed to enter the compound). The two large workshop halls are completely empty, only in the small workshop hall minor repair works might be possible. The running locos are in a rather poor condition. On two occasions the coal trains were not able to move out of the open cast mine without the help of a second locomotive even though they were normal coal trains (12-13 waggons) and weather conditions had been very favourably.
Shift change still takes place at around 8:30 in the morning at Dongbolizhan. Between three and four locos meet there. At 8:40 the “passenger train” leaves down to the pit. In fact it’s just a loco without cars and around 8-10 people squeeze into the driver cabin. Around 20 minutes later the loco comes back and couples onto some waggons. Meanwhile the other locos take water, it seems that coal is being put into the tenders by diggers down in the pit. Afterwards the trains leave one after the other. Sometimes all four locos take coal out of the pit, but most of the time at least one of the four locos is used for shunting scrapped locos and waggons around the workshop or is going down to the pit with one of the steam cranes.
Sometimes coal was loaded into trains down in the pit on all three tracks (two by digger, one by the blue loader and/or one of the large electric digger cranes), sometimes up to three trains were queing up in front of the loading tracks to get coal only under the blue loader (I will never understand Chinese logic). This led to very irregular time intervals when were trains running out of the pit. Sometimes there were two trains within ten minutes, sometimes there was no train for more than two hours. Around two third of the coal trains go to the washery, the others go to the coal loading point near Nanzhan. Trains to Mine No. 2 (Erjing) are running very irregularly. In eight days I only saw two trains going there. They left Nanzhan around noon and returned in the late afternoon. Trains were pushed towards the mine chimney first.
Two steam locos are shunting in Nanzhan, they do not come to Dongbolizhan for the shift change. The new underground mine is served by a DF11B diesel loco. The empty waggons are brought to the mine from Nanzhan station around ten or eleven o’clock, the loaded coal train returns in the afternoon. The diesel locos also bring the coal trains to the state railways line, one was normally departing around noon.
There is still a lot of activity in the open cast pit. More than twenty explosions occurred every day and dozens of trucks bring out the spoil. So it seems that the open cast mine will be operated for the next years, however sooner or later the coal will also be taken out of the pit using trucks. If the mine continues to run steam operations like they currently do I think there will be no more steam locos in running condition within the next year. This has no also been realized by the Chinese. Especially during the weekend up to thirty photographers from China and Japan were running around Dongbolizhan in the morning and near the station down in the pit for sunset. They don’t care about the railway operations and other photographers, so anyway access to these places might soon be restricted.
I visited Fuxin only for one and a half days as we initially planned to go to Yakeshi. However the weather was as weird as in Europe. It was much warmer than usually. We had up to +17° Celsius in Sandaoling and Yakeshi saw temperatures dropping only down to -20° with more than one meter of snow. Thus operation on the Wujiu mine was stopped and we went to Fuxin on short notice.
In Fuxin four locos were in operation (SY 1320, 1378, 1397, 1818), another four locos (SY 1210, 1319, 1395, 1396) are currently overhauled in the workshop. The locos running are not in such a good state as they used to be, however they still look much better than in Sandaoling. Wulong mine was out of operations, nobody could tell us whether this was only due to extended Chinese New Year holidays or whether the mine is already a victim of the new government policy (see below). The steam trains were only used to bring ash from the old power plant and spoil trains from Pingan station up to the spoil dumps. The spoil trains are brought from Wangying mine to Pingan using the DF5 diesel locos.
As usual the steam locos meet at Pingan station in the morning. However operation remains very calm afterwards. Until noon normally only one ash and one spoil train went up to the dumps. In the afternoon operations increased heavily and nearly four trains reached the top in the hour before sunset. After shift change in the evening the locos come to the depot around 8:30pm to get water and coal. If the Wulong mine reopens traffic might increase. The fact that four steam locos are being overhauled gives some hope that steam might continue in the near future as long as the mines are not forced to close.
Just after Chinese New Year the Chinese government announced, that it wants to cut 1.3 million jobs in the coal industry and another 0.5 million jobs in the steel industry. Production should be could by up to one third. Especially smaller and ineffective mines should be closed already in 2016. No good news for mines which still operate with steam engines…
Apart from the steam locomotives in the mines, the Chinese Railways are developing heavily. I could only spot SS8 and SS9B electric locos along with the countless HXD series locos. Even during Chinese New Year when the railways are confronted with a heavily increased passenger demand I could not spot any loco older than 20 years. For the passenger coaches it looked a bit better. There were quite a lot of old coaches with coal heating running in long distance trains. Diesel locos are also becoming a more and more rare species. Jingpeng pass line should be electrified in this summer so if you want to see trains there without steam but also without wires you have to hurry up. But even for the electric locos on the line the future doesn’t look too bright as it is said that already preparations are being made to build a 20km long tunnel underneath the pass.
For the first time on a charter tour to Moldovita we enjoyed brilliant sunshine in the morning. There was no snow, but frost, which made the pictures looking good. We hope for similar weather conditions in October 2016, when we will again charter a train in Moldovita.
Das erste Mal, seitdem ich Charterzüge in Moldovita fahren lasse, hatten wir einen Morgen mit brilliantem Sonnenschein. Es gab zwar keinen Schnee, aber Rauhreif, was die Bilder gut aussehen lässt. Hoffen wir auf ebensolches Wetter im Oktober 2016, wenn es u.a. wieder nach Moldovita geht!
Broad gauge steam in Sri Lanka is quite an experience, but when it comes to authentic looking trains it’s a challenge. Despite all hurdles we managed to get some nice shots from a lovely island with its fantastic people and countryside.
Breitspurdampf in Sri Lanka ist eine Erfahrung, aber wenn es authentisch aussehnde Züge sein sollen, dann wird es zur Herausforderung. Trotz einiger Hindernisse sind uns eine Anzahl von guten Eisenbahnaufnahmen auf der herrlichen Insel mit ihren liebenswürdigen Menschen in einer grandiosen Landschaft gelungen.
Before I’m able to publish my tour report please find here the latest news from Michael Rhodes:
Baiyin, Gansu, China
On November 21st, 2015 the Baiyin Nonferrous Metal Group Co. said farewell to their steam locomotives. This date also marked the day of the last non-tourist steam passenger train service in the world.
Am 21.11.2015 sagte die Baiyin Nonferrous Metal Group Co. Lebwohl zu ihren Dampflokomotiven. Dieses Datum markiert damit das endgültige Ende von nicht-touristischen, dampfgeführten Personenzügen in der Welt.
Only due to complaints by the passengers of the unheated train the steam loco was back to Service from December 11th, 2015 – but just as heating locomotive at the rear of a diesel hauled Train. These two pictures show the train consist in Baiyin Gongsi.
Nur, weil sich die Reisenden im ungeheizten Zug beschwerten, wurde ab 11.12.2015 wieder eine Dampflok am Zugschluss des dieselgeführten Personenzuges eingestellt, um diesen zu heizen. Die beiden Bilder zeigen den Zugverband in Baiyin Gongsi.
To say farewell I organised a final run of the passenger train through the loess mountains of Baiyin. Some Picture below:
Um den Abschied gebührend zu feiern, habe ich noch einmal einen Personenzug auf die Reise durch die Lössberge von Baiyin geschickt. Hier einige Bilder:
Alle Dampflokomotiven sind wieder in Ihrem Anschlussbahnen eingeschlossen. Die Staatsbahn hat wieder die Transporte zu den Übergabebahnhöfen mit Dieselloks übernommen. Diese Vorgehensweise trifft alle Gleisanschlussinhaber mit eigenen Lokomotiven in Bosnien. So dürfen auch die Rangierloks des Chemiewerkes in Lukavac nicht mehr in den Staatsbahnhof fahren. Wie lange es noch sinnvoll ist, die 33er für die wenigen erforderlichen Rangierbewegungen einzusetzen, seht in den Sternen.
33 064 mit Kesselschaden abgestellt wartet auf Ausbesserung
33 503 Fristarbeiten
33 248 in HU, leider fehlt es an Geld für das Abdrehen der Räder und die Arbeiten gehen nur sehr schleppend voran.
33 236 im Einsatz, Zustand sehr schlecht, die Zylinder sind undicht
33 504 im Einsatz
62 111 ist noch betriebsfähig, die Strecke aber wegen des schlechten Oberbauzustandes gesperrt.
der Rangiereinsatz findet zur Zeit mit Diesel statt. Es sind genügend Schmalspurdieselloks vorhanden.
83 158 betriebsfähig
55 99 betriebsfähig
83 159 betriebsfähig
Vor dem Verwaltungsgebäude wurde ein kleines Museum mit Gleisanschluss gebaut.
62 125 betriebsfähig
19 12 betriebsfähig?
Vor Ort war zu erfahren das die Mine Sikulije aus dem Verbund Kreka gelöst werden soll. Durdevik und Dubrave sollen künftig im Kreka-Konzern vereint werden. Der Kreka-Konzern hat bereits dieses Jahr ein beachtliches Minus eingefahren und muss dringend saniert werden. Nur diese Geldknappheit hat dazu geführt, dass sich die letzten Kriegsloks noch bis heute gehalten haben.
Last week Baiyin received four brand new diesel locomotives. The passenger to Shenbutong is diesel now with the steam loco at the other end of the train to heat the coaches. Curently I’m discussing about steam on December 10th and 11th for our Group.
Letzte Woche hat Baiyin vier brandneue Diesellokomotiven erhalten. Die Personenzüge werden jetzt alle mit Diesel gefahren, die Dampflok hängt am anderen Ende des Zuges und heizt die Wagen. Momentan diskutiere ich über eine Dampfbespannung am 10. und 11.12. für unsere Gruppe.
James Waite visited Western Australia in Early October 2015. Here’s what he found.
The first photo is at what calls itself the East Perth Interstate Terminal which is where the passenger trains from Sydney finish their run. I somehow imagined that this would be a grand affair but in fact it’s something of a sleepy backwater in the suburbs to the east of Perth city centre. There’s just one platform plus one other track and a fair-sized car park and it appeared to be completely deserted when I called about 9.00 on a Saturday morning. The site used to house Perth‘s main loco shed before the standard gauge line was built. The red coach is the oldest surviving coach in WA. The loco out in the car park is S class 4-8-2 no 542 “Bakewell”, built by the WAGR at Midland Junction shops in 1943 – named not after the Bakewell tart (!) but one of ten of these locos apparently named after mountains, though as all the mountains in question took their names from people’s surnames it’s not at all obvious to an outsider that this is so. It’s a huge loco as you can see and the class were used mainly on coal trains from Collie, the state’s main coal mining town, to Perth. You could smell the fresh paint and presumably the job had only just been finished. When the contractors’-type temporary fencing is removed it would be easy to take a good broadside view when the car park is as empty as it was then. The locos’ cowling along the top of the boiler originally ran all the way back to the cab front.
The next, of the W class 4-8-2 in steam, are at Dwellingup, the operating base of the Hotham Valley Railway, about 80 miles south of Perth. The train there was diesel-worked on account of fire risk but happily the loco (no 920, BP 7397/1951) was in steam and ran up and down the yard for the small number of spectators present. This is the only 3ft 6ins gauge steam loco currently in working order anywhere in WA. The line seems to be at a low ebb. The line no longer runs into the old main line junction at Pinjarra on account of the high cost of maintaining the insurance demanded by the privatised concern which runs the main line. This must be awkward for them as the main shed and repair shops are at Pinjarra. The locos carry what can only be described as silly lettering on their tenders and also names which they never carried for real and so a head-on view is probably the best way to photograph them. The diesel in no 5396 is one of 48 Xa class A-I-A’s ordered from Metrovick (I think) at the same time as the design of the W’s was being finalised and delivered in 1954. They suffered from mechanical problems and were all withdrawn many years ago. Apparently their poor performance put the WAGR off buying any more main line diesels for several years and this helped keep steam running into the early 1970′s, by which time preservation had got well under way in Australia. 6023 and 6052 are of two more W class locos awaiting repair at Pinjarra. 4479 is of G class 4-6-0 no 123 (Dubs 3507/1897) also at Pinjarra.
As my plans to spend the day linesiding at the HVR had come to nothing I decided to press on southwards to seek out some plinthed locos. 4624 and 4758 are at the Yarloop Workshops Museum, a truly amazing place about 20 miles south of Pinjarra which consists of several large wooden buildings stuffed full of old stationary engines, belt-driven equipment, patterns, casting gear etc. It was the central repair shop for locos from timber railways operated throughout much of WA by a large lumber company. This loco, their no 176, was built for them by J. Martin & Co. Ltd at Gawler, South Australia in 1898 to a Beyer Peacock design used by the WAGR and also in South Australia and Tasmania. This was a place well worth going a long way to see and more than made up for the lack of action on the HVR.
I moved on to Collie, rather against my better judgment as it was another hour’s drive beyond Yarloop and what little info I could find about the locos there suggested that they were in some sort of museum building which only opened mid-week. Happily this proved not to be the case and if the smell of fresh paint had pervaded the area around the loco at East Perth here it was overwhelming! The big loco to the left is V class 2-8-2 no 1215 (RSH 7784/1956), a simply huge machine by any standards and one of 24 of these locos also used mainly for coal traffic from Collie. It would be interesting to know how it compares for tractive effort etc with the biggest 3ft 6ins gauge locos in South Africa and Japan. Its axle loading is 14 tons compared to 13 for the S class and 9.5 for the W class. Next to it is another W class, no 943 (BP 7455/1952). The black engine under the shelter is Fs class 4-8-0 (NBL 20087/1913) also used for the Collie coal traffic when new. All three of these locos were bought by the Collie Tourist Board when withdrawn in the early 1970′s and have presumably been in this yard next to the main railway line there ever since. Collie is still a mining town though it also now trades actively on its industrial heritage and promotes itself as a tourist destination.
If you look at the right hand side you can see what looks like a traction engine. At first I only gave it a passing glance but I’m glad I walked over to see it properly as it turned out to have been converted to a loco, probably in the early 1900′s when the distances it had to travel hauling timber were getting the better of it and a railway was installed to carry the timber. It’s named “Polly” and according to a leaflet I picked up in the tourist office next to it it was built by Aveling & Porter in about 1880.
The red engine under the shelter is “Kate” (Thomas Green 132/1889). It’s at MargaretRiver at the bottom left hand corner of WA, a town that nowadays is surrounded by vineyards. It’s another logging loco and must have been a tank loco of some kind I guess.
The next pics are at the ARHS’s Bassendean museum in the north eastern suburbs of Perth. The are more than 20 locos here and these are just a few of them. Pacific U665 (24863/1942) is one of 40 of these locos built by the WD in 1942 for use in North Africa but many went into store and never saw service there. Some went to Sudan and others to Malawi. Fourteen of them ended up in Western Australia. 308 is a Es class Pacific (VF 1846/1903) and I guess it must be one of the world’s oldest Pacifics. Note that its firebox is a narrow one which sits between the centre and rear coupled wheels and not a wide one behind the rear wheels as in a proper Pacific.
A class 2-6-0 no 11 (BP 2711/1886). Lots of these 2-6-0′s ran in several Australian states, like the one at Yarloop, though no 11 is one of the oldest and is also rather smaller than the more recent ones.
The pictures shows G class 4-6-0 no. 118 (Dubs 3502/1897) which is displayed at Kalamunda station in the hills on the eastern outskirts of the city. The station and loco are now part of a huge folk museum. Press a button and the loco starts to make quite alarmingly realistic steaming noises!
Finally the chassis of a 60cm gauge O&K 0-4-4-0 Mallet tank at the Bennet Brook Railway, a society-run line in the northern outskirts of the city. I was told that it started out life in western Tasmania and later moved to the Great Boulder Mine near Kalgoorlie. It’s been more or less fully restored for several years but hasn’t been reassembled because of the small number of volunteers and more pressing work, mainly overhauling one of two South African NG15 locos which have been there for many years. Note that the cylinders of the rear engine unit are mounted at the back, unusual for a Mallet. Everyone I met in WA was friendly but they were exceptionally hospitable and enthusiastic here. The line itself runs for 3 or 4 kms through quite wild-looking scrubland and there are many restored old railway structures and interesting pieces of rolling stock.
I enjoyed Western Australia. It’s hardly a mainstream place in terms of the world’s surviving steam locos but the railway an the locos there are distinctive and well worth seeing, and the local enthusiasts were really welcoming.
Stefan Iseli hat einen Bericht über eine Reise zum sterbenden Dampfbetrieb auf Java geschrieben:
18.08.2015 – Semboro
Am Morgen begann der Tag mit einer Taxifahrt in das Werk Semboro, wo wir gegen 8 Uhr eintrafen. Die Mallet Nr. 15 war bereits unter Dampf, jedoch noch nicht auf Betriebsdruck, aber wir waren ja auch zu früh. Ebenfalls war die Jung-Lok Nr. 29 angeheizt. Man wollte uns die gewünschte Mallet zur Verfügung stellen, aber kein Risiko eingehen, falls etwas schief laufen sollte. Als Brennstoffe wurden Holz, in Altöl getränkte Bagasse und Holzschnitzel verwendet. Zu unserer Gruppe gesellte sich auch der außerordentlich begeisterte Chef der Security dazu, welcher sich als ambitionierter Fotograf erwies. Neben unserer Bekannten aus dem Werk und der Lokmannschaft kamen ebenfalls noch ein weiterer Security-Mann sowie ein Hilfszug mit Material dazu. Erste Idee war, einige Aufnahmen im Werksareal mit der Lok zu machen. Also starteten wir mit einigen Aufnahmen in den ausgedehnten Gleisanlagen rund um das Lokomotivdepot.
Anschließend fuhren wir zu der Zuckerverladung, wo dann nach einer kurzen Rangierfahrt auch schon wieder die Rückfahrt zur Werkstatt angesagt war. Ein Siederohr des Kessels war geborsten, und aus der Rauchkammer kam eine ansehnliche Menge an Wasser. Man sagte uns, dass dies kein Problem sei, und es bald behoben sei. Im Depot wartete man zuerst etwas, bis sich der Kesseldruck abgesenkt hat. Währenddessen hat man entsprechendes Werkzeug zum beidseitigen „vernageln“ des Rohres besorgt. Man begann mit dem Einschlagen des Pfropfens in der Rauchkammer, welche zahlreiche, nicht mehr so jung aussehende Kesselrohre aufwies und bereits ein vernageltes Rohr, welches uns später zum Verhängnis wurde. Nach der verhältnismäßig einfachen Aufgabe in der Rauchkammer musste nun noch das Rohr in der Feuerbüchse vernagelt werden. Da es ein Rohr gegenüber der Feuertür betraf, war das Einsetzen des Pfropfens relativ einfach, jedoch während des Betriebes eher gefährlicher. Denn bereits nach dem ersten Versuch hat sich der Pfropfen ähnlich einem Geschoss zurück in den Führerstand katapultiert.
Nach kurzer Zeit war auch diese Arbeit vollendet und man begann wiederum, mit Unmengen altölgetränkter Bagasse den Kesseldruck zu erhöhen. Nun waren wir wieder soweit, um zur Fahrt ins Feld aufzubrechen. Wir wollten nicht noch mehr Zeit aufwenden um im Areal Fotos zu machen, zu schade wäre es doch, wenn noch ein weiterer Schaden aufgetreten wäre und wir nicht ins Feld hätten fahren können. Nach einigen Rangiermanövern, um alles Rollmaterial, welches unsere Ausfahrt behinderte, beiseite zu schieben, ging es unter Beobachtung vieler Schaulustiger bei der Lkw-Abladeanlage in die Felder. Als erstes hielten wir bei der fotogenen Brücke, wo ebenfalls drei Wasserbüffel auf Arbeit warteten und uns ein ideales Motiv boten. Weiter fuhren wir zu einem Feldabschnitt, wo Zuckerrohr geerntet wurde und mittels einer Kletterweiche ein Feldbahngleis ins Zuckerrohrfeld gezogen wurde. Nach kurzem Rangieren der Wagen, welche von der Erntemannschaft geladen werden sollten, und Entfernen des Gleises, konnte unsere Fahrt auch schon weitergehen. Durch endlos scheinende Zuckerrohrfelder kamen wir in Wrininagung, Bondojeruk an, wo eine imposante Stahlträgerbrücke sowie der anschließende Straßenübergang ein schönes Motiv abgeben.
Weiter auf der Fahrt durch die Felder machten wir einige Fotohalte, woran auch Mr. Security stets Gefallen hatte und seine Ideen ständig ausbaute. Da reger Betrieb auf den Feldern herrschte, mussten wir an zahlreichen Stellen die Produktionszüge passieren lassen oder unser Programm etwas anpassen. Nach dem wir in Richtung alte PG fuhren und in einem sehenswerten Reisfeld eine Pause eingelegt hatten um unseren Zug umzurangieren sowie den Begleitzug als vorausfahrenden Zug umzustellen, kam wieder einmal mehr Wasser aus der Rauchkammer, als aus den entfernten Schlammhähnen. Diesmal war es jedoch eine größere Leckstelle in der Rauchkammer bei dem bereits früher vernagelten Rohr. Das Risiko, dass sich der Pfropfen beim Nachschlagen noch weiter lockern würde, wollte man nicht eingehen, und man orderte eine Diesellok, welche uns zurück ins Werk bringen sollte. Da wir bereits ziemlich weit gefahren waren, mussten wir entsprechend lange auf unsere Abschlepphilfe warten. Um jedoch noch das eine oder andere Fotomotiv realisieren zu können, wurde die mittlerweile völlig drucklose Dampflok jeweils ins richtige Motiv gestellt und von der Diesellokomotive abgekoppelt. Glücklicherweise wird es in Java auch einmal dunkel, denn sonst hätte Mr. Security wohl noch ewig weitere und bessere Motive gefunden. Und auch die ganze Mannschaft war wohl froh, dass es nun wirklich in Richtung Semboro zurück ging. Wohl vorerst die letzte Fahrt für die Mallet Nr. 15. Man versicherte jedoch, sobald die Arbeiten nach der Produktionszeit in der Fabrik abgeschlossen seien, wolle man auch die Kesselreparatur dieser schönen Lokomotive in Angriff nehmen.