C15 (Indonesian Steam Loco)

In the year 1875 - 1897, the railway company Staatsspoorwegen (SS) started building a railway line in East Java, one of which is the route Surabaya City - Bangil - Makati - Jember - Kalisat - Situbondo - Panarukan. The railway route Surabaya City - Makati is the first construction work by the railway company is managed by the Dutch and later the construction of railway lines continued to Panarukan. When the route is considered very important because there Umbulan a huge source of water and tobacco plantations.
To serve the route, SS C15 buy 20 locomotives from two different manufacturers that Hartmann (Germany) and Werkspoor (Netherlands). C15 10 steam locomotive was imported in the year 1897-1899 from the factory Hartmann (Germany) and 10 C15 locomotive was imported in the year 1899-1900 from the factory Werkspoor (Netherlands). C15 locomotive is the first purchase of the Dutch Government to the locomotive factory in the Netherlands. When the railroad was to be one very important means of transportation, both freight and passengers. Of Jember, tobacco transported by rail to ports in Panarukan to be sent to other international markets.
In 1917, a locomotive C15 delivered to the coal mines at Sea Island (South Kalimantan) to support the transport of coal. The results of the coal mine at the time limited for the purposes of energy to fuel the ships, steam locomotives and power plants.
C15 has a two-cylinder locomotive that uses the compound technology. With this technology weapons, then the evaporation of water into the driving force becomes more efficient, because the steam has been used to push the piston into the cylinder is disposed of, but is channeled back into the cylinder. This makes the C15 locomotive including the efficient use of fuel and water.
C15 Locomotive fuel use teak wood or coal and can drive up to a maximum speed of 35 km / h. This locomotive has a 0-6-0 wheel arrangement and weighs 27.7 tons.
Of the 20 locomotives C15, now only left 1 locomotive C15, C15 is 07. C15 07 (began operations in 1900, manufactured Werkspoor) on display at the Ambarawa Railway Museum (Central Java).

Javanic (Indonesian Steam Loco)

In the early 20th century most of the goods transported by anggkutan Staatspoorwegen (SS), through the mountains is quite heavy in West Java. SS therefore always strive to improve locomotive fleet to the challenge of freight transport demand is increasing.
Type Mallet locomotive which there is (SS500) has answered some of the challenges. However, this locomotive has the disadvantage that in the flexible steam pipe that delivers steam to the low-pressure cylinder, the problem is often leaky pipes, resulting in reduced power locomotives. Therefore, to anticipate the construction of railway lines, especially in mountainous regions, the SS ordered a new steam locomotive, more powerful. With the specification of which has 6 wheel drive as well as the locomotive CC series, but without using flexible pipes and of course, could eat a mountain path in West Java with a minimum radius of 150 m. The challenge was answered by the German Hanomag factory by introducing a tender locomotive with six driving wheels are coupled together and fitted one conductive front and rear wheels (1F1). Due to the cog-6 has a long wheelbase (6250 mm) is to meet the demands could eat a minimum of 150 m radius, and the first cog-6 has a tolerance of movement in the lateral direction by 30 mm, while the wheels of the Conductor 100 mm. Conductor wheels have reverse gear per departure (terugstelinrichting) with an initial voltage of 350 kg and 1300 kg maximum. Perlengakapan per was to keep the wheels automatically returns to its original position after eating sharp turns. With materials that have Ombilin coal calorific value of 6800 kcal / kg of the locomotive is equipped with oververhiter Adinda obtain a power of 1000 GPA on silindernaya. Total power locomotives Adinda equivalent to 1.8 times the power of existing Mallet locomotive (SS500). For the designer of locomotives, locomotive type 1F1 is unmatched anywhere in the world, thus attracting all the experts perkerataapian.
Between 1912 and 1920 brought 28 F10 locomotives of this type, of plant Werkspoor Hanomag in Germany and the Netherlands. On arrival in Indonesia, the locomotive Adinda get the serial number SS800. Javanic immediate action in line with the mountains of West Java, Bandung locomotive depot. Although the calculation "on paper" has been good, but after the operation, Adinda not so suitable for this west route. Because the first drive wheel has a remarkable level of wear and tear. So that after running about 2 months of the driving wheel must be replaced. Staatspoorwegen finally decided to move its operations from West Java to the railway lines in Central Java and East Java that take more of the minimum radius. Adinda locomotive locomotive depot inhabit Navan, Blitar, Malang and Jember. From then until the time of the Railway Service Enterprise, the majority of these inhabit the locomotive of East Java.
Special to the railway line Prupuk-Navan, where the cross is the average maximum speed of 75km / h, Adinda technically revised so as to be driven with a speed of 85 km / h without problems. This is especially necessary when Adinda used to drag an express train.
However, because water is not sebanayak tender locomotive with tender locomotive off, then the cruising range is also limited locomotive. Mallet locomotive so that it SS1600 (de Bergkoningin) began serving, Role Adinda to pull express trains began shifting. In addition to operations in Java, Sumatra Adinda also served in the West for coal transportation. In an age of independence locomotive Adinda get the serial number F10 (01-28) until the end of its term. Adinda interesting circuit in charge of goods and passenger trains, including "Dhoho Express" (Neat Dhoho) (Surabaya-Kertosono-Blitar). In 1986 F1015 brought to the Expo '86 in Vancouver, Canada, representing Indonesia. As with the other brothers, Adinda skipper did not escape the carnage of scrap metal. But you do not worry, you can still admire the figure of the locomotive at the Railway Museum Adinda Ambarawa (F10-02) and the Transport Museum, Ancol, Jakarta (F10-15).

The Oldest Steam Locomotive In Indonesia

NIS 107 is one of the oldest steam locomotive in Indonesia. After successfully building a rail road route-Responsibility-Semarang-Solo Kedung Teak-Yogyakarta (166 km, 1435 mm gauge) and road-rail route Tuntang Kedungjati-Ambarawa (37 km, 1435 mm gauge), a private railway company NIS (Nederlands- Spoorweg Indische Maatschappij) to continue construction of the railway to the south of the city of Yogyakarta. The rail road construction is a form of economic interest from the Dutch Government as there are many sugar factories in the southern city of Yogyakarta. In 1895, NIS managed to build a rail road route of Yogyakarta-Srandakan (23 km, 1435 mm gauge) and then followed the route-Ngabean Srandakan-Palbapang-Brossot-Sewugalur (5 km, 1435 mm gauge) began operations in 1916 and the route-Pasargedeh Ngabean -pundung (27 km, 1435 mm gauge) started operations in 1919. To serve the route, bringing NIS 2 C2-type steam locomotive Lt NIS which then numbered 106-107 that NIS has three locomotives of type C2-Lt (NIS 105, NIS 106 and NIS 107). Type C2 3-Lt locomotive was imported from Hanomag factory (Germany). Before the railway in the south of Yogyakarta city was built, the locomotive was bring NIS 105 in 1885. NIS 105 is designed to operate on the rail with 1067 mm gauge. NIS 105 locomotives operating in the area Demak (Central Java), which has a rail with a 1067 mm gauge. After the rail road (with a 1435 mm gauge) in the southern city of Yogyakarta is built then shipped to NIS 106 and NIS 107 in 1895 was imported in 1901. NIS 106 and NIS 107 is designed to operate on the rail with 1435 mm gauge. Locomotive type C2-Lt (NIS 105-107) was used to pull the train consisting of a mixture of passenger trains and freight cars on the route distance.
C2-type locomotives by wheel arrangement Lt 0-6-0T is the locomotive that has a cylinder dimensions 285 mm X 440 mm by 931 mm diameter drive wheel. Overall weight of 16.5 tons. This locomotive can drive up to a maximum speed of 40 km / h. C2 type locomotive fuel use teak wood or coal.
In the early days of World War II, NIS 106 and NIS 107 has been designed by Ir JC Jonker (former head of the depot traction in the NIS) as an armored locomotive to help the Dutch army in Java in the face of Japanese military raid. In the draft of the armored locomotive, NIS 106 and NIS 107 with an added layer of steel and reduced chimney height (height equal to the height of the chimney into the locomotive cab). Converting a NIS 106 armored locomotive worked at Balai Yasa Yogyakarta and conversion as a NIS 107 armored locomotive repair shop worked on a steel construction company named De Vries Robbe, Semarang. Unfortunately, the conversion of NIS 106 and NIS 107 for armored locomotives have not been resolved to its conclusion because the Japanese military had entered the northern coast of Java in March 1942. NIS 106 have not been converted at all while you just NIS 107 dikonsersi only 50% only. NIS 106 locomotive is the last locomotive to operate in the way of 1435 mm gauge railway with the port of Semarang in July 1945. After that, some of the locomotive was dismantled by the Japanese government and many are unaccounted for. When the Japanese military into Java, all the way rail with 1435 mm gauge railway to be converted into a 1067 mm gauge. Currently, all rail roads in Java and Sumatra is operated by PT. Railway Indonesia (Persero) using rail with 1067 mm gauge.
Current can still be found physical evidence ever existed gauge railway with 1435 mm in Java is a steam locomotive's chassis NIS 107 and the steam locomotive's boiler type C2-Rt (NIS 151-160). Both are on display in front of SMK / Vocational School District 2 Yogyakarta (formerly STM / Secondary School 1 School of Yogyakarta). Other physical evidence that is 2 units for railway train boggie with 1435 mm gauge. 2 Boggie unit is currently on display at Balai Yasa in Manggarai, Jakarta.

B13 ( Indonesian Steam Loco)

yogyakarta railway route - Maos - Cilacap (176 km) was built by the railway company Staats Spoorwegen (SS) and was inaugurated in 1887. Construction of railways was motivated by the two interests, the interests of economic and military defense. Economic interests related to the transportation needs of the plantation results Purworejo town or city of Yogyakarta to the port of Cilacap as one of the gates of exports to Europe. In addition, rail transport is also used for the benefit of the Dutch East Indies government military residing in the town of Cilacap. This railway was also used for military transport (there is a military stronghold in the town of Cilacap, founded in 1879). Thus, the position of this military fortress strategically valuable for the Dutch East Indies government in securing the export of plantation crops. To serve the route of Yogyakarta route - Maos - Cilacap (176 km), SS 11 steam locomotives brought serial number SS99 / SS74 or B13 from Hanomag factory (Germany) in 1886. Railroad played a major role in agricultural trade and plantations, thus making the port of Cilacap a bustling harbor on the island of Java in the year 1909 to 1930. Besides being used to pull freight cars, locomotives are also used to pull the train passengers. In 1929, SS conservation on this locomotive is to do the replacement of old boilers with new boilers. In 1941, most of the locomotive was moved to the railroad's operations to another SS is on the route Tanah Abang - Dorsal - Johannesburg (21 km).

Locomotive wheel arrangement B13 with 2-4-0T is the locomotive that has a cylinder dimensions of 380 mm X 500 mm by 800 mm diameter drive wheel. Overall weight of 27 tons. This locomotive can drive up to a maximum speed of 60 km / h. B13 locomotive fuel use teak wood or coal.

After World War II ended, the locomotive is a locomotive depot spread over Tanah Abang, Purwakarta, Cirebon and Mojokerto. Of the 11 locomotives B13, is still remaining 1 B13 locomotives, the B1304. B1304 was displayed in front of the entrance to the station Cirebon (West Java).

C14 (Indonesian Steam Loco)

Cultivation activities implemented by the Governor-General John van Den Bosch in the Dutch East Indies in 1832, among others, performed in Central Java and West Java, the southern part. Of these activities, a variety of crops such as coffee, tobacco, tea and others, which are then shipped to various markets in Europe through the Port of Cilacap. Various crops were supplied from the hinterland Banyumas, Purbalingga, Banjarnegara and Wonosobo. This activity continues to grow until the original transport by ox cart and switch the river boat by train.

Proposed construction of railways was submitted by the sugar mills in the area Banyumas. Private railway companies Serajoedal Stoomtram Maatschappij (SDS) was first built the railway that connects Maos - Sampang - Patikraja - Navan (29 miles) and was inaugurated in 1896. Further built railway that connects Puwokerto - Wonosobo (92 km) and was completed in 1917.

To serve the route, SDS brings C14 14 steam locomotive that was imported in stages in 1895 to 1910 of Beyer Peacock factory (UK). SDS-owned railway is connected by rail route Delhi - Maos - Cilacap (176 km, was inaugurated in 1887) built by the railway company Staatsspoorwegen (SS). With the railway as a means of delivery of agricultural crops and make the Port of Cilacap as a busy port in Java in the year 1909 to 1930.

C14 locomotive has a 0-6-0 wheel arrangement cylinder has two dimensions 280 mm X 406 mm to 1003 mm diameter wheels. Overall weight of 20.8 tons. This locomotive can drive up to a maximum speed of 20 km / h. C14 locomotives using fuel wood teak.

At the end of his service in 1970, C14 locomotive was in Navan. C14 of 14 locomotives, while still remaining 3 C14 locomotive, namely C1411, C1412 and C1414. C1411 (began operations in 1909) on display in front of the office of the Regional Operational 5 Puwokerto. C1412 (began operations in 1909) displayed the front office of the Regional Operational 4 Semarang. C1414 (began operations in 1910) on display in front of Balai Yasa Tegal.

B16 (Indonesian Steam Loco)

At the Dutch Government, the city of Makati and the city is the center of Probolinggo sugar production. Makati city is known as a center for sugar and Probolinggo trial into distribution centers and the shipment of sugar, tobacco and rice. As distribution centers and brokerage, both cities have a layout that works fine, comes with a dock and warehouse delivery. To facilitate the distribution of goods in the town of Pasuruan and Probolinggo, the Dutch granted the concession to a private railway company Pasoeroean Stoomtram Maatschappij (PsSM) in 1893 and the private railway companies Probolinggo Stoomtram Maatschappij (PbSM) in 1894. PsSM got the concession to build railway in pasuruan and surrounding areas up to Wonorejo. In the year 1896 - 1912, PsSM has managed to build railways with a total length of 32 km. PbSM got the concession to build railway in the city and surrounding areas up to Probolinggo Kraksaan and Paiton. In the year 1897 - 1912, PbSM has managed to build railways with a total length of 41 km. To serve the route, bringing PbSM 7 locomotives B16 whereas B16 PsSM bring 10 locomotives. B16 17 steam locomotives were imported in the year 1896 to 1900 of factory Hohenzollern (Germany). This tram used to transport passengers and goods / produce. Tram with the steam locomotive was used to draw a series of freight cars containing sugar.

Tram wheel arrangement steam with 0-4-0Tr a steam locomotive that has a cylinder dimensions 230 mm X 300 mm by 800 mm diameter drive wheel. Overall weight of 13 tons. This locomotive can drive up to a maximum speed of 30 km / h

In the period of Japanese rule in Indonesia, two locomotives owned PbSM B16 demolished in 1942 (this demolition is unknown reasons) while the second locomotive was moved PsSM B16's to operate on routes Saketi - Bayah (80 km). The Japanese government built railway route Saketi - Bayah (80 km) in 1942-1945 to transport coal from coal mines Cikotok (Bantam). At that time, Bayah known as the main producer of coal, which is used to fuel trains, ships and factories. At the end of his service, in 1977, still can be found 1 B16 locomotives operating railroad's private railway company Stoomtram Maatschappij Oost-Java (OJS). OJS has a rail to tram in the city of [[Surabaya] and its environs with a length of 95 km. Of the 17 locomotives B16, is still remaining 1 B16 locomotives, the B1602 (PbSM owned, began operations in 1897). B1602 on display at the factory PT. INKA (Railway Industry), the city of Madiun, East Java.

B 20 (Indonesian Steam Loco)

rail transportation had been a means of urban transport in the city of Semarang. The route of which is Jurnatan-Pendrikan. Jurnatan station built by the private railway companies Joeana Stoomtram Semarang-Maatschappij (SJS) in 1882 and Pendrikan station built by the railroad company's private railway Cheribon Stoomtram Semarang-Maatschappij (SCS) in 1897. The line was through the Youth Road, Fur and Indraprasta. In the year 1900 - 1907, SCS brings B20 19 steam locomotives from Beyer Peacock factory (UK) and Werkpoor (Netherlands). Tram with this steam locomotive facilitate the public in conducting their daily activities. Tram is used for short distance passenger transportation. SCS then extend the railway line from Semarang to Cirebon. The railway route Semarang-Cirebon also called 'sugar pathway' (Suikerlijn) because this track was built to serve not less than 27 sugar mills are located on the northern coast of Central Java to the west. The line was originally just a mild type of track that was built alongside the highway. Due to the lightweight construction of the railway maximum speed limited to 35 kilometers per hour. In the year 1912 - 1921, SCS improve the quality railroad in Semarang-Cirebon route along the 226 miles in the year 1912-1921. Purpose of improving the quality of this railroad is to increase train speed limit to 75 km / h.

B20 locomotive has a length of 5790 mm ​​and weighs 17.5 tons. B20 locomotives have power 200 HP (horse power) and can be sped up to speeds of 35 km / h. This locomotive uses fuel wood teak. B20 has a steam locomotive wheel arrangement 0-4-0.

Of the 19 locomotives B20, now only left 1 B20 locomotives, the B2014. B2014 (Beyer Peacock factory, began operating in 1905) on display at the Ambarawa railway museum (Central Java).

BB 10 (Indonesian Steam Loco)

Steam locomotive BB10 is the first generation of the Mallet type locomotives operating in Indonesia. This locomotive was purchased by the railway company Staats Spoorwegen (SS) of 16 pieces from two different manufacturers. 12 locomotives bought from the factory BB10 Hartmann (Germany) and 4 locomotive BB10 Schwartzkopff purchased from the factory (Germany). This locomotive was imported in the year 1899 to 1908. Locomotives in use residual fuel.

Early in his career, BB10 steam locomotive used to pull a series of trains transporting crops, plantations and existing passengers on the route Bogor - Bandung. The railway route Bogor - Bandung was opened in 1884. This locomotive has the appropriate axle pressure and strong enough to climb and down the railway line through the mountainous topography. Locomotive BB10 also operate in Rangkasbitung and Banjar. In the period of Japanese rule in Indonesia, the locomotive BB10 also operate on the route Saketi - Bayah (80 km). The Japanese government built railway route Saketi - Bayah (80 km) in 1942-1945 to transport coal from coal mines Cikotok (Bantam).

BB10 has a steam locomotive cylinder high pressure and low pressure steam cylinders separate. Both cylinders are delivering steam to drive the drive wheels. The position of the drive wheel is separated in two distinct parts. The first part (front), the drive wheel is located on its own bogie can be moved to the right / left to follow the rail line while the second (rear) drive wheels are fixed on the locomotive frame. BB10 has a wheel arrangement Lokomtif 0-4-4-2T. 0-4-4-2T no means idle in the front wheel, 2 wheel drive in front, 2 rear driving wheels and one rear wheel at idle. T code means having the tank. Locomotive BB10 has a length of 10 560 mm, power 465 HP (horse power) and weighs 44.1 tons. This locomotive can be sped up to speeds of 50 km / h.

Of the 16 locomotives BB10, currently only 1 piece left, which is BB1012. BB10 12 locomotives on display at the Railway Museum Ambarawa (Central Java).

C11 (Indonesian Steam Loco)

In the year 1875 - 1891, the Dutch Government through the railway company Staatsspoorwegen (SS) have been able to build a railway line in East Java and Central Java. The railway line include Surabaya - Malang - Kertosono - Madison - Solo and Yogyakarta - Maos - Cilacap. With the completion of these two pathways is the city of Batavia (Jakarta) and Surabaya city is connected by means of rail transport. To serve both these pathways, SS bought 40 of the C11 steam locomotive factory Hartmann (Germany). This locomotive was imported in stages in 1879 to 1891. To meet the needs of rail transport in South Sumatra, then 7 C11 locomotive belonging to the SS moved from Java, South Sumatra. Locomotive C11 was assigned as a locomotive for towing service yard or passenger train locomotives / goods on short-haul routes and flat.

Although the locomotives and locomotive C12 C11 has a shape and arrangement of the same wheel but technically there is little difference. C11 steam locomotive requires fuel teak wood to boil water and drive the injector pump drive. Steam power used to drive the injector pump that can pump water from the tank to the boiler. In the boiler, the combustion of fuel used to heat water into steam that turns a high temperature and pressure, to further steam with high temperature and pressure are supplied to the wheels.

C11 locomotive has a 2-6-0 wheel arrangement and can be sped up to speeds of 50 km / h and has a 330 HP (Horse Power). This locomotive weighs 33.6 tonnes and length of 8575 mm.

Of the 40 locomotives C11, now only left 1 locomotive C11, which is C1140. C1140 (began operations in 1891) on display at the Museum Ambarawa (Central Java).

B22 (indonesian Steam Loco)

In addition to rich natural resources, such as teak, the northern coast of Central Java and East Java, there are also oil and gas, both in Cepu (Central Java) and in Bojonegoro (East Java). To support the acceleration of trade flows of agricultural and industrial estates and the railway was built. After the private railway company Spoorweg Nederlands-Indische Maatschappij (NIS) managed to build a railway route Semarang - Gundih - Solo - Yogyakarta (166 km) in the year 1867 to 1872, the NIS and the continuing development of the railway route Surabaya Pasar Turi - Tripe ( 69 km) was completed in 1900, the route Tripe - Bojonegoro - Cepu (72 km) was completed in 1903 and the route Gundih - Gambringan - Cepu (89 km) was completed in 1902. This railway line has become an important trade route, the valley Bengawa Solo is located in the northern part of East Java. NIS bring steam locomotives from the factory B22 Hartmann (Germany) as much as 20 locomotives in the year 1989 to 1901. This locomotive used to pull the train transporting crops, plantation crops, minerals or passengers.After World War II ended, 1 B22 locomotives moved from Java to South Sumatra and the rest scattered in Solo, Gundih, Kudus and Purwodadi.This locomotive has two drive wheels (wheel arrangement-2T 0-4) with two-cylinder compound. On a steam locomotive with a two-cylinder compound, high pressure steam supplied from cylinder to cylinder low pressure greater volume of high pressure cylinders (so steam can develop further expand and generate more propulsion). The new low-pressure steam from the cylinder which is already in use discharged through the chimney. Although the two-cylinder steam locomotive compound can provide higher efficiency, but the treatment is more complicated. After the discovery of the type of locomotive steam superheater like this is never made again.B22 locomotive has a length of 7850 mm and weighs 25.1 tons. B22 locomotive can be sped up to speeds of 55 km / h. This locomotive fuel use teak wood or coal.Of the 20 locomotives B22, the current remaining 3 pieces of the B2207, B2209 and B2220. B2207 (began operations in 1898) in Cibubur Camping (Jakarta), B2209 (began operations in 1898) on display at the Museum of Transport Taman Mini Indonesia Indah (Jakarta) and B2220 (began operations in 1900) on display at the Museum Ambarawa KA (Central Java) .

The largest locomotive ever in the world

In 1941 Alco Locomotive Work in America make 25 steam locomotives are big and powerful super great named Big Boy, is reputedly the largest locomotive ever in the world. This locomotive is operated by Union Pacific United States as it navigates a tough mountainous terrain.

In 1930 Union Pacific has the experience to do help on the path to the Wasatch Ogden (USA), where the train is weighing 3,600 tonnes and the elevation of 1.14%. Therefore, Union Pacific locomotives are super strong willed. Big Boy could draw a series of 3,600 tonnes, 270.000 kg of traction, so it was decided by the configuration 4-8-8-4 (meaning 8 +8 cog, or DD series), and the speed of 150 km / h, and the vapor pressure of 300 psi.

It is said that the last data recorded that the Big Boy had to wade through an average of one million miles traveled, the largest being the position of locomotive 4006 with 1,064,625 miles, while the smallest is the position of locomotive 4024 with 811 956 miles. Code 40 means made ​​in the 40s, the last two figures are numbered consecutively.