All about railways in Indonesia (beware of HD pics)

Recently I just came across an interesting photo on Twitter, where the photo itself was scanned from product catalog of Nippon Sharyo Seizou Kabushiki-gaisha (Nissha) that contains the photographs of KL3-76 and KL3-78 series non-AC EMUs in its original form. The two types were ordered by Indonesian Railways when it was still under the Indonesian name of Perusahaan Jawatan Kereta Api (PJKA) in 1976 and 1978 (the photographs are on the lower side of the scanned page):

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(photograph was taken from this tweet: https://twitter.com/YamanoteE231/status/1146777964656250881 )

Unfortunately none of the examples of KL3-76 and KL3-78 series non-AC EMUs (along with the later KL3-83, KL3-84, KL3-86 and KL3-87) are preserved, and even all of them were flagged as "to be scrapped". Ironically the last one transported to Cikaum station were having "slated for preservation" stickers on its body, although until today it is still not clear whether it would be scrapped there at Cikaum or taken back into the rails for preservation.

Technically those non-AC EMUs were already in heavily worn-out condition when they were removed from regular duty in 2013 due to the "all of commuter trains must have air conditioners installed, and the doors and windows must be closed when the train is running!" decree that issued by Ignasius Jonan as the-then CEO of Indonesian Railways, since they were carrying passengers that exceeds the maximum capacity of trains (yeah, it includes what we known as "rooftop ride" or "door-hanging ride", with most of them are done by passengers who does not purchase tickets). Because of this, they were deemed to be "too dangerous", even if the bodies are heavily refurbished by Manggarai workshops or Depok EMU depot, or even PT INKA in Madiun.

Regards,

Arya.
 
Just found a classic photo of Jakarta Kota station in the days when electric locomotives of former Elektrische Staatsspoorwegen (ESS) were still deployed for hauling passenger trains over the electrified lines around Jakarta, as well as the Jakarta to Bogor line that electrified in 1930s:

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(original photo by Mr. John Joyce, uploaded to Facebook by Faishal Ammar)

The photo shows former ESS3200 series #3206, renumbered by Indonesian Railways to #206, seen here hauling a 3-car local passenger train. The second car is a combined passenger coach, which had baggage room on the front half and 3rd class seats for the rear half of the whole coach. Note that at that time Jakarta Kota still had switches near the buffer stop to enable run-around movement for locomotives, and unfortunately the switches were already removed as late as 1980s, primarily because of the introduction of EMU for local services on electrified lines in 1976. On the other hand, long-distance passenger trains were does not heavily affected by the abolition of run-around switches, as they would simply perform reversing movement for returning to Jakarta Kota Coach Depot (or departing from the same depot toward the station as out-of-service train) by having the locomotive pushing from rear end of train, guided by workers from the other end of train using communication radio (to this day it is still performed there at Jakarta Kota station).

Cheers,

Arya.
 
This is the video of how grade crossing guard man operates the grade crossing that uses "hand-generator" handle, complete with the radio communication with neighboring crossings:


The grade crossing itself is located just beside the now-closed Ketandan station (closed in 2007 due to double track construction project). Since the grade crossing is located in the Klaten Regency of Central Java Province, the guard man perform communications with the neighboring crossings in Javanese language, or Indonesian language with Javanese dialect. :)

Regards,

Arya.
 
I've decided to share some Google Maps links to locations where the old Krian-type roundel signals formerly used by the now-defunct Panarukan Line still stands in its original places

Thank you. Fascinating hints of the abandoned railway with the remnant signals and in some places overgrown rails left in situ. It seems like many years since it was closed?
 
Thank you. Fascinating hints of the abandoned railway with the remnant signals and in some places overgrown rails left in situ. It seems like many years since it was closed?

Panarukan Line itself was closed in 2004, which means it has been 16 years left since the closure, although for rail fans in Indonesia it seems to be not as long as the lines closed before 2000s. Fortunately the line has been slated for reopening, although there would be lots of work needed for upgrading the line:

  1. Upgrading track bed to withstand heavier trains;
  2. Replacing old Krian-type signals as well as manual Siemens & Halske signals with newer ones (probably recycling the semi-automatic interlocking Siemens & Halske ones that replaced by electric signals from another stations on mainline);
  3. Replacing bridges and rails, and;
  4. Renovating all stations to fulfill the current standard.
One of the unique side of Panarukan Line is the presence of diamond crossing with sugarcane plantation line of Wringin Anom sugar refinery railway between former Tribungan station and Panarukan station (terminus of the line), and it was equipped with a special signal post that controls special signals and barriers that would prevent sugarcane trains from entering diamond crossing if the train of Panarukan Line is about to pass the diamond.

Here is a footage recorded by a rail fan from Jember that shows the current condition of the unique Wringin Anom diamond crossing:


Cheers,

Arya.
 
Recently I came across one of the photo that was published inside the 1925 Gedenkboek, where the photo shows one of the coach of type ABL-8000 (A: 1st class, B: 2nd class, L: vacuum brake-equipped, 8000: class number for coaches with 18.5m body) that was purchased by Staatsspoorwegen for reinforcing the fleet of their flagship express trains like Eendagsche Express (literally "one-day express"):

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(original photo scanned from the 1925 Gedenkboek, uploaded to Facebook by Faishal Ammar)

The coaches were purchased in complete knock-down form, and assembled at what is known today as Balai Yasa Manggarai (during the Dutch East Indies period it was known as Werkplaats Manggarai). After the independence of Indonesia, the state of these coaches was unclear, though it was probably demoted to secondary services or even scrapped, as they were replaced by 20m-length all steel-bodied coaches of type ABL-9000 (1st + 2nd class), CL-9000 (3rd class), DL-9000 (baggage) etc. Unfortunately vacuum brake-fitted fleet of Indonesian Railways were slowly replaced by air brake-fitted fleet or even modified to use air brake, causing the last letter for indicating type of braking equipment to change from L to W (W itself refers to air brake in the pre-1986 Dutch East Indies-style numbering system for both coaches and freight cars, although those for freight cars were eliminated only after the introduction of current numbering system in 2010).


And here is another interesting photo taken during the period of Operation Product (the first of "Politionele Acties", known in Indonesia as "Agresi Militer Belanda I"), where Kroya station was in heavily destroyed condition (unfortunately it is not clear whether it was caused by the attack from KNIL (Koninklijk Nederlands Indisch Leger, "Royal Netherlands East Indies Army"), or detonated by Indonesian Railways and the army to prevent KNIL from taking over the station in complete condition). The same photo shows CC5019 (former SS1600 #1619) in a somewhat still complete condition, though some report said that the cylinder of CC5019 was detonated by Indonesian Railways using dynamite as a measure for preventing KNIL's forced takeover of the locomotive.

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(original photo by Gahetna, digitalized by Yoga Bagus Prayogo Cokroprawiro and uploaded to Facebook by Faishal Ammar)

Note that the locomotive's number plate was still using the very distinct Japanese-style font, since the later Indonesian-style number plate was presumed to replace the Japanese-made ones in 1950s. This locomotive was later used in the film "Kereta Api Terakhir" (English: "Last Train", premiered in 1981) that was based on the real condition of the railway in Indonesia (particularly Central Java) during the event of Operation Product, where the Republic decided to took all of their remaining trains from territories captured by KNIL. Also in the background is the mechanical signal of Kroya station, which if judging from the shape of semaphore the signal itself is presumably the Siemens & Halske ones.

Regards,

Arya.
 
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Probably I had to dig more classic photos (as well as current photos) in both the web and my hard drive, since there are still many interesting photos of railways in Indonesia out there. :hehe:
 
This is one of a videography made by one of my friend that resides in the city of Yogyakarta, where the theme of this video is the arrival and departure of South Sumatra's famous heavy-haul coal train:


The video was taken at Sukamenanti station, located to the south of Bandar Lampung city. Both trains are hauled by 3 units of CC202 series diesel locomotives (EMD model name: G26MC-2U), with the left one was led by CC202 43 (6th batch, delivered in 2008) and the right one had CC202 05 (1st batch, built in 1986) leading the train. :)

Speaking of South Sumatra's coal train, I have a few photographs of those coal trains taken in the year 2014 (all of them were taken by my father):

===================(BEWARE OF LARGE IMAGES)===================

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South-Sumatra-2.jpg


South-Sumatra-3.jpg


South-Sumatra-4.jpg


Cheers,

Arya.
 
Thanks for sharing all of those photos and the interesting stories that go with them.

You're welcome! Maybe I had to dig up again historical photos of railways in Indonesia in the Internet (especially Facebook), as each photos contains hidden stories behind it. :)
 
And another historical photo:

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(photographed by an unknown photographer, collection of Mr. Harriman. Digitalized and uploaded to Facebook by Yoga Bagus Prayogo Cokroprawiro)

D1404 (former SS1400 #1404) was prepared at Cianjur locomotive depot before hauling local train during the late days of steam operation on Bogor - Padalarang line. Unfortunately the loco has been scrapped long time ago, and even the Cianjur locomotive depot (the location where this locomotive was photographed) has been abolished a few years ago. Fortunately track section of Bogor - Padalarang Line up to Cipatat station has been heavily upgraded with 54kg rails and concrete sleepers, as this line is considered as one of important line for local transportation around Sukabumi and Cianjur. On the other hand, section from Cipatat to Padalarang is still in uncertain condition, as the section between Cipatat and Tagogapu is known as one of the steepest track section of a non-rack rail line in Indonesia. Due to this problem, track upgrade works are done from both end of the line, with the last section to be upgraded is the Cipatat - Tagogapu section.

Regards,

Arya.
 
Here is another historical photo:

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(part of collection of Mr. Harriman. Uploaded to Facebook by Faishal Ammar)

Two electric locomotives of former Elektrische Staatsspoorwegen were photographed inside the Bukit Duri depot in the period between late 60s and early 70s. The front one was the former ESS3100 series #3102 (renumbered as #102), and the rear one was thought to be former ESS3300 series #3301 (renumbered as #301). While the two locomotives were unable to be saved from scrap torches, but Bukit Duri depot itself still stands until today, although it is now used by ex-Japan EMUs as well as a pair of former MCW302 series DMU numbered NW-82243 and NW-87202, used as Noodrijtuigen a.k.a work train for accident recovery. Unfortunately, Bukit Duri depot is very infamous among many rail fans in Indonesia for its "prone to flooding" condition, due to its proximity within the area of Ciliwung river (the rear end of depot is only a few meters from the outermost border of Ciliwung River and the land).

Regards,

Arya.
 
Great photos, Arya.

The electric locomotives look much like our early box motors built by General Electric and Westinghouse during the early part of the 20th Century. Like a lot of interesting railway equipment and infrastructure, much is scrapped without thought of preserving the unique equipment or buildings. You're lucky the station was preserved, we lost a lot over here due to urban renewal as the stations and building lost their purpose.

https://live.staticflickr.com/65535/46966092274_4f0453e42a_b.jpg
 
Fortunately historical buildings like stations, locomotive depots etc in Indonesia that were from Dutch East Indies period are still in regular use, though it is also noted that large example of similar buildings that stood on disused lines are now in heavily derelict condition. But with plans to restore rail services on some of disused lines (outside former lightly laid lines, known among both Dutch and Indonesian rail fans as "stoomtram", as railway lines that fell into the category were mainly built using technical specification similar to an ordinary tram line), it is predicted that more historical station buildings would be restored into functional condition (of course all of them are fitted with air conditioner, because of very hot temperature in Indonesia :hehe:).

The electric locomotives look much like our early box motors built by General Electric and Westinghouse during the early part of the 20th Century.

The locomotives were mainly manufactured by European factories, though some of them like former ESS3200 series of Elektrische Staatsspoorwegen were manufactured with Westinghouse-licensed components by Heemaf of Netherlands. And of course I have the photo of ESS3201 in its post-preservation days, though the usage of blue color was heavily criticized by some of history experts among senior rail fans as "historically inaccurate" (as the original color would be actually dark brown; the blue color itself was used in the photography inside the pamphlet distributed by Werkspoor Amsterdam because of the limitation of printing technology in 1920s):

ESS3201-1.jpg


ESS3201-2.jpg


(all of the photographs were taken by myself on September 2016)

Since the locomotive was restored using pantographs and some of traction components from former KL3-76 series EMU (or one of its sub-variants), ESS3201 is now slightly different if compared to its original condition.

Cheers,

Arya.
 
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That's great news that the lines are being restored with the lightly built lines being an exception of course.

I read about the use of blue like that in early days of photography. When I saw the black and white picture above, my assumption was the locomotive was either dark brown, or a dark green, which were common colors here as well for these locomotives. Later on they gained other colors, but those from the same era were as mentioned. Westinghouse made components for companies throughout the world so that makes sense. The box motors do look similar.
 
A few years ago I read some statements from my friend that "had The Great Depression does not happen, plans for electrifying main line railways in Dutch East Indies (particularly Java) would become a reality". This statement was based from an historical map of railways in Java, where main line that extends from Batavia (compasses the current Jakarta) toward the east had been marked with slightly thicker line that indicates it would be electrified at 1.5kV DC, which is the same with the standard for conventional line's electrification employed in Netherlands. While electrification plan for lines outside Jakarta were revived once in 1980s, but it would took very long time until this year, where a separate electrification work (yes, it is separate from those in Jakarta and the surrounding cities) was started in the section between Yogyakarta and Solo cities.

Unfortunately it is not clear whether Indonesian Railways would revive the usage of electric locomotives for long distance services, as currently there are no plans to revive electrification plan for long distance lines...
 
A few years ago I read some statements from my friend that "had The Great Depression does not happen, plans for electrifying main line railways in Dutch East Indies (particularly Java) would become a reality". This statement was based from an historical map of railways in Java, where main line that extends from Batavia (compasses the current Jakarta) toward the east had been marked with slightly thicker line that indicates it would be electrified at 1.5kV DC, which is the same with the standard for conventional line's electrification employed in Netherlands. While electrification plan for lines outside Jakarta were revived once in 1980s, but it would took very long time until this year, where a separate electrification work (yes, it is separate from those in Jakarta and the surrounding cities) was started in the section between Yogyakarta and Solo cities.

Unfortunately it is not clear whether Indonesian Railways would revive the usage of electric locomotives for long distance services, as currently there are no plans to revive electrification plan for long distance lines...

It would be smart if they did revive plans for long distance service as that would be more efficient.

This sounds familiar. I'm sure there are regrets the system was never completed in the first place because today's costs are so much higher.

Where I live the Boston and Maine, our local railroad here had electrified 10 miles/16 km of track through a tunneled region with help from the nearby New Haven. The tunnel was once one of the longest tunnels in the world when completed in 1877, and took 25 years to build. The electrification lasted for 36 years and it was a diesel locomotive-pulled freight that did the electric service in in 1946. When the railroad electrified that short portion, it's larger owner the New Haven, had great plans to electrify the lines between Springfield and New Haven, New Haven to Boston, and other portions north of Boston. This was back around 1910-1915. It took until the early 2000s to complete the Northeast Corridor electrification to Boston from New Haven, and there is now discussions off and on about electrifying the line to Springfield. Will it happen? I'm not holding my breath.
 
It would be smart if they did revive plans for long distance service as that would be more efficient.

This sounds familiar. I'm sure there are regrets the system was never completed in the first place because today's costs are so much higher.

You're right. Though many Indonesians said that it was the Great Depression that smashes the first plan for long distance electrification devised by Dutch people back in the days of Dutch East Indies, the second plan devised with the help from Japan International Cooperation Agency (JICA) in 1980s was also frozen by unstable political and financial situation in Indonesia in late 1980s to 1990s. With the increasing demand of electricity that went farther than the capability of electricity production, some of rail fans here in Indonesia doubted that long-distance electrification would become a reality...
 
Another valuable collection of rare photo of Indonesian trains in the past:

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(original photo by the late M.V.A Krishnamurti, collection of Indra Krishnamurti. Uploaded to Facebook by Faishal Ammar)

This is the photo of semi-streamlined passenger coach manufactured by PT Industri Nasional Kereta Api (INKA) for Indonesian Railways in 1997, the year when Indonesia was badly hit by Asian Financial Crisis (which triggered the May 1998 riots and the resignation of Soeharto as the 2nd president of Indonesia). These coaches utilized large number of the then state-of-art technologies and designs that were still not available in Indonesia like bolsterless bogies with air suspension (which was designed and manufactured by Alstom using those installed on TGV trainsets as its base), semi-automatically operated passenger door (using plug doors like European ones), continuous side windows with sleek appearance, etc. Due to the usage of air suspension on its bogies, the head-end power generator car had an air compressor for supplying air to the suspensions, resulting in the presence of 4 air hoses instead of only 1 for each end.

The example in this photograph was captured when it was still underwent trial runs between Madiun and Solo just after the completion. These coaches were followed by 2nd batch units delivered to Indonesian Railways in year 2001, which share similar designs with the 1997 ones. Under the 1986-style numbering system, each units of the 1st batch delivered in 1997 were classified as "K1-979xx" for 1st class coach, "M1-979xx" for dining car, and "BP-979xx" for head-end power generator car, while the 2nd batch were given number "K1-20019xx" , "M1-20019xx" and "BP-20019xx" (though the 2 nd batc h ones were sometimes called as "K1-019xx", "M1-019xx" and "BP-019xx" for convenience).

Unfortunately many of the "state-of-art" technologies installed in these coaches were soon causing problems within regular operations due to poor maintenance condition and too high utilization rate on long distance express trains, with the climax was the 2010 derailment at Manggarai Station that forces Indonesian Railways to remove all of these coaches from regular service and returns them to PT INKA for repairment, where problematic parts were removed or replaced with the more ordinary ones, as well as modernization of toilet equipments to become environment-friendly toilet. Originally they still kept their original semi-automatic plug doors, but later they were changed into the manually-opened ones between 2014 to 2017 due to technical malfunctions. Many rail fans regrets the decision for "downgrading" some parts of these coaches (especially the bolsterless bogie had lost its capability to give more comfortable ride than the ordinary ones), although they also admit that these coaches were introduced in the "false time" and "unsuitable technical condition" that eventually giving bad effects on these coaches.

Regards,

Arya.
 
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