Getting back on the rails
Attention railbuffs on platforms everywhere: Stand by for an
important announcement from Grand Gricer Rob Dickinson:
‘China, Java and maybe the Balkans are the last places in
the world where the independent traveller can experience real working steam in
sufficient quantity to make a special expedition worthwhile.’
Duncan Graham reports
on the weird world of the loco lovers who’ll go just about anywhere for a blast
of nostalgia, a whiff of woodsmoke and the majestic sight of the monsters which
fired the industrial revolution.
……………..
Curiously the place to search for records on Java’s old
steam locos is neither Indonesia nor Holland, though both have information.
The treasures are in Britain where gricers get up a good head of steam.
The Oxford English Dictionary defines a gricer as ‘a
railway enthusiast, especially one who assiduously seeks out and
photographs unusual trains; loosely, a train-spotter’.
An urban dictionary adds: ‘Someone who braves rainy
and windy station platforms to catch a glimpse of unusual trains’. Some readers
might consider this behavior eccentric.
Some readers might be right.
While normal folks see two
parallel lines of steel boring in their symmetry, the foundry-hardened gricer
detects romance in rail. Gricers are
also known as anoraks in Britain (after the hooded windcheaters worn by
shivering watchers) – or if they are really posh, ferroequinologists. (Iron horse – get it?)
Retired Java tour guide Rob Dickinson, who probably fits all
definitions, runs a gricers’ website from Gloucestershire where he tells all:
‘The only real steam trains left are in Indonesia which has the greatest
concentration of working stationary steam engines in the world today’.
He calls them ‘sugar steam’ because they worked the cane
farms and mills, and has picture galleries of these splendid triumphs of
engineering. A few are puffing like
dragons, others disappearing under tangles of green vines, some retired behind
chain fences so small boys won’t clamber aboard and realise their fireman
fantasies.
Dickinson hasn’t confined his interest to lowland contours –
he’s also climbed every peak in Java and used to run tours for gricers from
Europe, the US and Japan. He’s also
something of a purist who wants to see machines in settings that are ‘natural
and real’.
He has little time for dilettantes who want to snap and go –
and even less for tourists who toss money around.
Now he writes: ‘Most steam enthusiasts do not have
sufficient patience or understanding of the value of real steam … which is
rather sad.
‘On the other hand it does keep the numbers of visitors to
Java down and as a result, you can visit Java as an independent traveller and
expect to receive a warm welcome and no demands for money save the official
entry fee charged for access to most of the mill areas which are not in the
public domain.’
He and his colleagues, who include Indonesian railfans, have
assembled a list of 54 known locations in Central and East Java where several
hundred oldtimers rest.
Some sites are graveyards. Engines were imported early last century from
17 manufacturers – mostly in Germany, but a couple from the US (Pennsylvania)
and one each from the UK, the Netherlands, France and Belgium.
The oldest known loco in Java was built in 1899 and the last
in 1938. One engine came from Britain in
1971 but has since done a Brexit and returned to its homeland, presumably after
finding Java full of European machines.
Most stand where their boilers were finally allowed to go
cold\; a few have been preserved.
There’s a 1911 Henschel at Taman Mini in Jakarta and another
is supposed to be on a tourist railway in Jambi. The rail depot at Cepu between
East and Central Java is reported to have the largest concentration of active
preserved steam locos in the nation
Few are chuffing through the cane fields – though Dutch
steam machinery is still operating in some old sugar mills.
Getting accurate information has been difficult. Many locos
have been cannibalised. One outside a mill near Malang carries a Henschel
nameplate, though Dickinson says it’s actually an Orenstein & Koppel from Germany. Gricers
beware; you could get railroaded.
.
End of the line
As repairs of the nation’s infrastructure get underway issues
of land ownership and access often become roadblocks. Literally.
In the village of Jatinom near the East Java city of Malang a
road-widening project is underway to help speed traffic from the Abdul Rachman
Saleh airport. This entails bulldozing
scores of businesses squatting on the road reserve.
Bamboo-framed warung (roadside
cafes), fruit vendors and even stoutly-built shops have been carted or crushed. Apart from natural barriers like rivers, only
one major obstacle remains – an ancient 25 tonne loco and its two smaller consorts.
They are owned by local businessman Eko Yudi Irawan who
likes to collect – well, just about everything.
His café has old radios, telephones, carved timber gateways, wayang Potehi (wooden puppets) a bicycle
with a petrol engine that drives a cog on the front tyre, a farmer’s plough –
and locomotives.
He had ten. Most have
been sold to hotels and entertainment parks, a couple have gone overseas - one
to the Netherlands and the other to Norway.
Just as Cuba became a living museum of American fin-tailed
gas-guzzlers when borders were closed between the two nations in the 1960s, so
old Dutch machinery is still working and drawing admirers from afar.
“Most of the equipment comes from sugar mills,” said Irawan.
“Locally they are only worth scrap metal prices, but I like to buy intact and
resell. I think I’m the only person
doing this in Java.
“Plenty of places have old ships and cars, even
aeroplanes. As a child I grew up close
to the rail line and watched the trains every day. I want history preserved. I find it sad that
so many Indonesians are not interested.”
Unfortunately vandals have hacked off the name plates on the
old steam engine, but train-trader Irawan said he’d been told that it had been
built in Holland, worked for a century and then shipped to Java in 1915. Till
recently it hauled cane to the mill at Kebon Agung, south of Malang
The beast’s provenance sounds exaggerated. Dutch cultural historian Ben de Vries
identified the loco as a “crippled C26
(Henschel- Germany) from the area of Kediri, probably Kediri Stoomtram Maatschappij (Kediri Steamtrain Company KSM)
around 1900 on the Kediri-Pare-Jombang line.”
Henschel,
based in Kassel didn’t start making locos till 1848. The East Java KSM line only opened in the
late 19th century, so Irawan’s engine is ancient – though not
excessively so.
Last
year de Vries produced a report on old locos in Java after a team of European
rail experts went to Jakarta, Yogyakarta, Solo, Tegal, Bandung,
Semarang and Cepu,
gathering information on rolling stock.
They
also visited Ambarawa in Central Java, which has a railway museum, though
not East Java.
The
historians worked on a project called Shared Cultural Heritage. They were invited by the Heritage
Conservation and Architecture Design division of the Indonesian railway company
Kereta Api Indonesia.
Irawan’s other two engines standing in the way of progress
are smaller, lighter and diesel-powered.
Both were made by the German company SCHÖMA Christoph Schöttler in
the 1970s.
They’re probably too juvenile to attract foreign buyers so
will likely feature in recreation parks. Gricers are into wood and water power,
not smelly fossil fuels.
Irawan said he’ll clear the land by the end of the year but
will have to hire a crane from Surabaya to do the job at a cost of around Rp 25
million (US$2,000).
If a European restorer wants the loco the price will be
around Rp 1.5 billion (US$112,000) plus freight. If not it will rust in peace in some distant
paddy..
##
(First published in J-Plus - The Jakarta Post 23 July 2016