Padang – Bukittinggi / Sawahlunto railway line

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Padang – Bukittinggi / Sawahlunto

  • Coal train with D18 cogwheel steam locomotive lined up on the valley side on the rack and pinion line near Batutabal around 1910

  • Rack locomotive BB 204.16 on the journey along Singkarak Lake in 2009

Route length: originally 179.5 km, today 156 km
Gauge : 1067 mm ( cape track )
Maximum slope : Adhesion 30  ‰
rack originally 80 ‰, today 70  ‰
Minimum radius : 150 m
Rack system : Riggenbach
Legend
179 m above sea level M. Indarung cement plant
         
Pauh Lima
         
Teluk Bayur formerly Emmahaven
         
0 Bukitputus
Bukitputus track triangle
         
         
4th Pulau Air
8 m above sea level M. Padang 7th
         
Pasar Alai
         
Air Tawar
         
2 m above sea level M. Tabing 15th
         
10 m above sea level M. Duku 26th
         
         
29 Minangkabau Airport since 2016
12 m above sea level M. Pasar Usang
         
25 m above sea level M. Lubukalung 40
         
         
Pauhkambar
46 m above sea level M. Parit Malintang 46
         
Kuraitaji
89 m above sea level M. Sicincin 53
         
Pariaman 2 m above sea level M.
144 m above sea level M. Kayu Tanam 60
         
Naras
Start of rack
         
Sungai Limau
305 m above sea level M. Interruption of the Kandang Ampat rack 65
         
470 m above sea level M. Kampang Tengah 70
         
Anai Bridge (56 m)
         
Tunnel (68 m)
         
End of rack
         
773 m above sea level M. Padang Panjang 75
         
         
Start of rack
Start of rack
         
728 m above sea level M. Interruption rack Kubu Puding 80
         
80 Passar Rebo interruption rack 979 m above sea level M.
647 m above sea level M. Interruption of the Kubukrambil rack 84
         
84 Koto Baru interruption rack, 1154 m above sea level M.
         
Culminating point
         
End of rack
470 m above sea level M. Interruption of the Sumpur rack 90
         
90 Padang Lua interruption rack 988 m above sea level M.
End of rack
         
370 m above sea level M. Batutabal 94
         
94 Bukittinggi formerly Fort de Kock 920 m above sea level M.
369 m above sea level M. formerly Katjang Kacang 105
         
to Payakumbuh (from June 1921)
369 m above sea level M. Singkarak 114
         
388 m above sea level M. Solook 128
         
416 m above sea level M. Culminating point
         
332 m above sea level M. formerly Sungai Lassi station 141
         
239 m above sea level M. until 1990 Silungkang 148
         
223 m above sea level M. Muarakalaban 152
         
         
Lubang Kalam Tunnel (824 m)
199 m above sea level M. Padang Sibusuk
         
156 Sawahlunto 262 m above sea level M.
Muaro
         
to Pekanbaru
         

The Padang – Bukittinggi / Sawahlunto railway , also known as the Padang Railway , is originally a 179.5 kilometer long railway line operated by Kereta Api Indonesia in Kapspur (1067 mm) on Sumatra , which connects Padang via Padang Panjang with Bukittinggi and Sawahlunto. The section from Padang Panjang to Bukittinggi is no longer in operation. 23 kilometers of the original coal transport line are equipped with the Riggenbach rack and pinion system .

history

In order to bring the high-quality hard coal from the mines in the interior of Sumatra to the coast for shipping and later for cement production, the state spoor roads ter Sumatra's West Coast built a railway from the coal mining area over the pass at Padang Panjang from 1889 to 1892. Overcoming the pass with relatively heavy trains and the difficult adhesion conditions made it necessary to use racks on gradients of 70 to 80 ‰ due to the tropical climate and the coal dust on the rails. The route was opened in several stages:

Pulau Air- Panjang -Padang Panjang July 1891 71 km
Padang Panjang - Bukittinggi November 1891 19 km
Padang Panjang – Solok July 1, 1892 53 km
Solok – Muarakalaban October 1, 1892 23 km
Padang – Teluk Bayur October 1, 1892 7 km
Muarakalaban – Sawahlunto January 1, 1894 4 km
Lubukalung – Pariaman 1908
Pariaman-Naras 1911
Naras-Sungai Limau 1917

In the mid-1980s, an expansion of the mines was considered in order to increase the production quantities to 1.7 million tons of coal per year. The biggest capacity bottleneck was the cogwheel route in the middle of the route. The track on the Kayu Tanam – Batutabal rack section was renovated, the existing cogwheel locomotives were repaired, a new maintenance workshop was set up and the railway staff were trained in the maintenance and servicing of locomotives and track.

At the end of 2002, the mining of coal in Ombilin was stopped, which meant that the coal railway from colonial times lost its right to exist.

In 2016, the 3-kilometer wing section from Duku to Minangkabau Airport was put into operation.

  • Pariaman train station right on the coast

  • Rack section with bridge over the River Anai near Bukittinggi

  • Coal train on the arch bridge in the Anai Gorge near Padang Panjang in 1911

  • Reconstructed route after the flood of the Anai River in 1892

  • Solok station with a waiting freight train

  • Padangbahn train in the Sawahlunto Valley, in the background mountain with coal deposits

Route description

Silungkang station during the steam operation
Muarakalaban station with a museum locomotive E 10 60

The Padnang Railway runs from Padang, the capital of West Sumatra, and the associated sea port Teluk Bayur (formerly Emmahaven) to Lubukalung through a plain that extends from the foot of the mountains to the coast. In Lubukalung the branches stitch line from Sungai Limau to that used for the transport of palm oil was used. This section has only been in operation as far as Pariaman since the 1990s. After Lubukalung, the train travels through hilly terrain to reach Kayu Tanam at 144 m above sea level after around 80 kilometers of adhesion. The route climbs on mixed adhesion and rack sections in the gorge of the Anai River to the 773 meters above sea level pass near Padang Panjang. This is where the most important structure on the route is located, the arch bridge over the Anei River with a gradient of 68 ‰. The branch line from Padang Panjang to Bukittinggi, on which no more trains ran in the 1990s, was also equipped with a rack.

From Padang Panjang train station, the Padang Railway goes down to Batutabal with racks. From there the route leads along the Singkarak Lake to Solok, where there is a depot that is no longer used . Solok was used as a storage place for spices during the Dutch colonial times. On the last section of the approximately 60-kilometer-long adhesion section, which leads via Muarakalaban to the Ombilin mines near Sawahlunto, greater inclines and tighter curve radii were necessary again. On December 17, 2005, Sawahlunto station was converted into a railway museum.

A branch line used to lead from Muarakalaban to Muaro. During the Japanese occupation in Indonesia , forced laborers had to extend the railroad to Pekanbaru . Due to the lightly built track, the route did not withstand the effects of the weather.

Route section Rack adhesion minimum
curve radius		 Simplified route profile
Max. pitch Max. gradient Max. pitch Max. gradient
Teluk Bayur – Padang – Kayu Tanam - - 12 ‰   6 ‰ 200 m
Simplified route profile of the Padangbahn
Kayu Tanam – Kandang Ampat 51 ‰ - 23 ‰ - 200 m
Kandang Ampat – Padang Panjang 70 ‰ - - - 150 m
Padang Panjang – Koto Baru 80 ‰ - 23 ‰ - 150 m
Koto Baru – Bukittinggi - 67 ‰ - 23 ‰ 200 m
Padang Panjang – Batutabal - 50 ‰ - 13 ‰ 200 m
Batutabal – Solok - - 10 ‰ 10 ‰ 200 m
Solok – Muarakalaban - - 15 ‰ 20 ‰ 150 m
Muarakalaban – Sawahlunto - - 30 ‰ 18 ‰ 150 m

Locomotives

Locomotives D 18 E 10 BB 204
Numbering: 101-103 104-125,
51-60		 01-17
Wheel alignment : D1 'n4t E h4vt Bo'2'Bo '
Gauge : 1067 mm ( cape track )
Length over buffers: 10 691 mm 10 085 mm 13,500 mm
Trunnion Distance: - - 7050 mm
Fixed wheelbase: 2650 mm 2840 mm 2880 mm
Total wheelbase: 6400 mm 5000 mm
Service mass: 49.96 t 51.98 t 55 t
Top speed: 60 km / h
Drive wheel diameter: 1000 mm 1000 mm 895 mm
Impeller diameter: 576 mm - 720 mm
Gear system : Riggenbach
Drive gear diameter: 975 mm 975 mm
LP cylinder diameter: 450 mm 450 mm -
HD cylinder diameter:
Piston stroke: 450 mm 520 mm -
Boiler overpressure: 14 atm. 14 atm. -
Grate area: 1.85 m² 1.85 m² -
Superheater area : - 30.8 m² -
Total heating area: 103.2 m² 102.4 m² -
Water supply: 6.0 m³ 5.0 m³ -
Fuel supply: 1.2 t 1.2 t 1700 liters

When operations began, the European colonialists did not trust the local and Chinese locomotive personnel to operate machines with separate gear and adhesion drives , and they procured simple locomotives with firmly coupled gear and adhesion drives. These simple machines were not able to cope with the heavy traffic in the long run, so that from 1913 to 1965 the Swiss Locomotive and Machine Works (SLM) in Winterthur and the Machine Works Esslingen designed steam locomotives of the types D 10 and E 10 for mixed cog and wheel and Adhäsionsbetrieb System Winterthur delivered. The E 10.60 built in 1965 is the last steam locomotive to be built in Germany.

By 1984 diesel-electric SLM locomotives BB 204 for the rack section and mostly diesel-hydraulic locomotives from other manufacturers for the pure adhesion sections completely replaced steam traction. While the locomotive park was consistently renewed, the required route renovation and the adaptation of the maintenance infrastructure to the needs of the diesel locomotives initially failed to materialize.

Table: Padangbahn cogwheel locomotives

Axis
sequence		 designated
voltage		 number Construction year Manufacturer Factory no. discarded image
B1 'n2t 27-30 1889 Esslingen 2269-2272 after 1921 B1'n2t 1889
31-36 1891 2424-2429
? 1892 2512-2513
37-41 1892 2515-2519
42-45 1894 2634-2637
56-57 1899 3068-3069
B n2t 60 1892 Esslingen 2514 after 1921 B n2t
B n2t 61-62 1893 Esslingen 2589-2590 after 1921 B n2t
66-68 1896 2958-2960
69 1902 3201
70 1901 3177
71 1904 3320
1'B n2t 63-65 1896 Esslingen 2802-2804,
Saronno 82-84		 after 1921 1'B n2t
D1 'n4t D 18 101-102 1913 Esslingen 3678-3679 after 1921 D1 'n4t
103 SLM
E h4vt E 10 104-112 1920 SLM E h4vt
113-118 Esslingen 3986-3991 116 in the Jakarta
Transport Museum
119-121 SLM
122-125 1928 Esslingen 4214-4215,
4221-4222
51-54 1963 5306-5309
55-60 1965 5311-5316 E 60 received
Bo'2'Bo ' BB 204 01-06 1982 SLM 5213-5218 D1 'n4t
07-08 1983 5278-5281
09-10 1984 5627-5633
11-17 1993

business

Passenger train with adhesion locomotive BB 306 and 3rd class car in Lubuk Alung, which runs to Pariaman

Tourist trains, which are pulled by a BB 204 locomotive, have been running on the Padang Railway on weekends and holidays since 2009. A regional train with 3rd class cars (“Ekonomi”) runs four times a day on the Padang-Pariaman section .

literature