Dutch-Indian state poor roads
The Nederlandsch-Indische Staatsspoorwegen, usually for short Staatsspoorwegen (SS), but also Electrische Staats Spoorwegen (ESS) for electrical operation, was the state railway company on Java , at that time the most important and most populous island of the Dutch East Indies . Some lines were also maintained in the outer possessions . From 1946-50 the company operated as Verenigd Spoorwegbedrijf.
history
The company was founded on April 6, 1875, also because, in view of the lack of economic success of the NIS, there were hardly any private investors for railway construction in the colony. From the 1860s onwards, the increasing volume of freight was hardly manageable in view of the increasing raw material production of the plantations with draft animals. In a report in 1869, JA Kool and NH Henket had proposed to the government to reduce costs, preferring to build future lines in Cape gauge (1067 mm). In addition, narrow-gauge branch lines with 600 or 750 mm should be implemented.
organization
A general inspector had been at the head of the company since 1875. The department van Burgerlijke Openbare Werken took over control in 1888 . On July 1, 1909, a main inspectorate was established. After a reorganization on November 1, 1917, there were nine departments, the trams and the line to the coal mines of Ombilin (Sumatra) were outsourced.
Leadership positions were only allowed to be held by Europeans, Eurasians were at best considered suitable for posts up to station master. Locals (Javanese) and Chinese were used as train drivers, second-class secretaries or stopping point masters. Natives of the “outer possessions” could only be considered for auxiliary work. As of December 1918, 2,814 civil servants (6% of them Europeans) were in the service who, after 20 years of service, were entitled to a pension (minimum age 45). The civil law reforms of the 1920s made this discrimination obsolete; advancement was now dependent on school qualifications. In 1937 103 people were employed in the higher, 2403 in the middle and 26159 in the simple service.
On January 1, 1936, the administration was reorganized. There were five regional directorates for day-to-day operations at the respective administrative headquarters (East and West Java, Aceh, West and South Sumatra ). Five departments were subordinate to the main inspector:
- General administration, responsible for finances, personnel and legal matters
- Depots
- Lines and structures, including bridge construction
- Operation, supervision of material, repair shops, etc.
- Traffic and commercial matters, including advertising, etc.
Prices
at the end of 1917 were 4½ cents per km in 1st class, 3 cents in 2nd class and 1–1½ cents in 3rd class, depending on the route.
stretch
The first state line was opened in 1878, the railway from Surabaya to Pasuruan (63 km), which was eventually continued to Malang . Three years later, construction began on the line from Bogor to Cicurug in West Java, which was extended to the coast in Cilacap until 1888 . In 1884 the line of SS and NIS met in Surakarta . Since 1894, when the line between Maos and Cibatu was completed, there was a continuous connection between Batavia and Surabaya. With a pure travel time of 32½ hours, the journey took three days, as there were no trains at night and had to be changed twice to change gauges. There have been through trains since February 1, 1905, after a third through-going rail for standard gauge was laid. The opening of a completely new route through the mountains of Peragan on May 2, 1906 shortened the travel time to two days, with a scheduled journey time of 23 hours. The law authorizing the construction of the Cirebon – Kroya line was issued on December 31, 1912, but the First World War delayed completion until the beginning of 1917. This section shortened the route from Batavia to Surabaya by 44 km and the 2.5 was bypassed % gradient due to banding, so that the driving time was reduced to 17 hours. From 1918 trains were also allowed to run at night. In 1917, 907 km of lines were operated under state control in East Java, 1,449 km in West Java, 245 km in Sumatra, all in all 2601 km in Cape Spur , of which 1,729 km were the main lines. There were also 84 km of narrow-gauge railways.
The rails laid at the beginning weighed 25.7 kg / m, the sleepers measured 200 × 22 × 12 cm. Since 1909 rails of 33.4 kg / m were used, which allowed higher speeds and payloads. The longest tunnels were at Lampaegan (632 m) and Idjoe (577 m), in the interwar period one with 950 m was built. Larger repair shops were set up in Madoe, Bandung and Master Cornelis. The average construction costs per kilometer in 1912 in East Java were 79,200 florins, in West Java 90,400 florins. Before the First World War, a narrow-gauge kilometer cost around 18,000 florins.
The new main train station Tandjong Priok , designed by CW Koch in 1916 , was finally completed in 1924. For the 50th anniversary of the state railway, the first electrified line (1500 V direct current ) from Bogor to Batavia opened in 1925 . The suburban traffic from Batavia was handled on a 56 km long network with 20 multiple units and allowed an S-Bahn service with train headways of 10 minutes. Four express and three freight locomotives and four accumulator locomotives were also available for the shunting service . The rail network was supplied with energy by means of high-pressure hydropower plants with reservoirs. The electricity was transmitted from the power stations with a voltage of 70 kV to the two substations in Meester Cornelis and Antjol. A power plant with a steam turbine in Weltevreden was available as a thermal reserve . In both substations, the voltage was stepped down to 6 kV and fed to a 3-phase motor with a direct current generator flanged to each end, which generated 750 V with an output of 750 kW. The two generators in a group were always connected in series. For the route to Bogor, two substations were used, which were equipped for the first time in a tropical country with a mercury vapor rectifier from BBC . The electrification work was carried out by the Swiss Adolphe-M. Hug, the former chief engineer of the train promotion of the state railways.
The completion of the 1067 mm tracks between Yogja and Surabaya on May 1, 1929 shortened the travel time from Batavia to Surabaya to the regular 11½ hours. The Eendaagsche-Express reached an average speed of 71.7 km / h. After 1931 there was hardly any investment in the railroad. However, in 1936, luxury night express trains (ø 60 km / h) were introduced on the main route, which were subject to a surcharge. Instead of investing in new locomotives, freight locomotives were converted so that they could reach higher speeds and compete with truck and bus traffic. In 1933, lobbying resulted in a legal restriction on truck freight traffic.
During the Depression, which halved the number of passengers in 1929-33, routes that had become unprofitable were closed; 1932: Tulungagung – Tugu and Jatibarang – Karangampel; 1933: Warungdowo – Purwosari and Warungdowo – Ngempit; 1936: Tanahmerah – Kebanyar, finally in 1937 Pamekasan – Kalianget. At the end of 1936, the state route network comprised 4,350 km, of which 2929 in Java, 645 in South Sumatra, 264 in West Sumatra and 512 in Ajeh. Together this was 2270 km of main lines and 580 km of secondary lines. There were also 79 km of narrow-gauge railways. The crisis prevented the financing of the planned electrification on Java as well as the planned connections between the three sub-networks on Sumatra and further expansions on Borneo (Bandjerjasmin-Amoetai; Pontianak-Samboe) and Celebes, where the only line was shut down again after eight years in 1930.
1942-1951
During the Japanese occupation, almost all Javanese standard gauge lines were narrowed to Cape gauge (1067 mm). Some standard gauge locomotives were delivered to the South Manchurian Railway . The Bajah Railway (89 km), 220 km, on Sumatra and the Tondongkura Railway in south-western Sulawesi , which only started a few days before the surrender , were built, often by forced laborers ( Rōmusha , 労 務 者 ) in West Java Japan was completed and therefore did not go into operation.
After the return of the colonial rulers in 1946, the state company now responsible for Java and Sumatra was called Staatsspoorwegen / Verenigd Spoorwegbedrijf (SS / VS). The railway lines were of strategic importance for the "police operations" and therefore also the preferred target of the freedom fighters, so that the young Indonesia was left with a completely ailing railway system when it gained independence.
vehicles
In the 19th century, Beyer-Peacock B1 ' tenders were mainly used on locomotives . From around 1900 Hartmann locomotives were also added. Other important locomotive suppliers were Hanomag and the Esslingen machine factory . Its No. 5316, built in 1966, is considered the "last" steam locomotive in Indonesia and is now in the Ambarawa Museum.
The passenger coaches of the interwar period were comparatively modern, four-axle bogie coaches were used, the upper class coaches with side aisles and compartments.
At the end of 1917 the number of locomotives was as follows: On the East Javanese routes 237 locomotives, 599 passenger, 96 baggage and 5055 freight cars (6-10.5 t capacity). Almost 111,000 train movements covered around 6 million km. In 1917 almost 18 million passengers were carried, 17½ million of them in 3rd class. There were 240 locomotives, 648 passenger cars, 156 baggage cars and 4950 freight cars on the western Javanese routes. Approx. 192,000 train movements drove around 8.85 million km there. In 1917, almost 32.2 million passengers were carried, 30.9 million of them in 3rd class. In West Sumatra there were 71 locomotives (mostly with cogwheel drive), 103 passenger, 17 baggage and 873 freight wagons (including 4-axle 20-tonne trucks for coal). In 1917 around 3.3 million passengers were carried, 51,000 of them in 1st class (not 3rd class).
Electric locomotives
Locomotives were imported from Europe to operate the line from Bogor to Batavia, electrified with 1500 V direct current. First seven test locomotives were ordered from three different manufacturers, followed by another six locomotives from the Dutch consortium. The class 3000 locomotives supplied by SLM and BBC were distinguished by their first use of the Java bogie , which was named after the location.
Technical specifications:
| model series | number | number | Manufacturer | Wheel alignment | drive | Weight | Vmax | power | Scheduled
commitment |
image |
|---|---|---|---|---|---|---|---|---|---|---|
| 3000 | 3001-3004 | 4th | SLM , BBC | (1A) Bo (A1) | Buchli | 70 t | 90 km / h | 1400 hp | Express trains |
|
| 3100 | 3101-3102 | 2 | AEG | (1'B) (B1 ') | Poles | 80 t | 75 km / h | 1500 hp | Express trains
Passenger trains |
|
| 3200 | 3201-3206 | 6th | Werkspoor , Heemaf | (1'Bo) (Bo1 ') | Paw camp | 70 t | 60 km / h | 1200 hp | Express trains
Passenger trains |
|
| 3300 | 3301 | 1 | AEG | Bo'Bo ' | Paw camp | 56 t | 60 km / h | 925 hp | Freight trains | |
| 4000 | 4001-4002 | 2 | Werkspoor, SSW | D. |
Paw camp
Poles |
54 t | 20 km / h | 180 hp | Accumulator locomotive for shunting service without overhead lines |
literature
- Reneke Adrian Eekhout: Aanleg van Staatsspoorwegen in Nederlandsch Borneo en Zuid-Sumatra. EJ Brill, Leiden 1891.
- Encyclopaedie van Nederlandsch-Indië. 1917-3, entries Spoor en Tramwegen in Volumes IV and VII.
- JFP Richter: Report nopens den aanleg van Staatsspoorwegen in Zuid-Sumatra. Batavia 1910-1 (service of Staatsspoor en Tramwegen), 3 vols., 12 maps.
- Spoorwegaanleg op Java: particuliere of Staatsspoorwegen? Zalt-Bommel 1875 (Noman), 33 pages; Separately printed from: Tijdschrift voor Nederlandsch Indie. January 25, 1875.
- Annual reports: Staatsspoorwegen in Nederlandsch-Indië: verslag over het jaar…. Batavia 1887--1938 [minor title variants; after 1914 usually 2 volumes per year] ZDB -ID 1053347-3 , ZDB -ID 753561-2 . 1930-3 additional Jaarstatistieken: over het jaar…. ZDB ID 1053344-8
- Journal: Verslagende het spoor- en tramwegwezen in Nederlandsch-Indië. Batavia 1.1914-16.1930 ( ZDB -ID 753565-x )
- Adolphe-M. Hug: Les Chemins de fer d'Etat aux Indes néerlandaises et leur électrification. Bulletin technique de la Suisse romande, Volume 55, No. 11, doi: 10.5169 / seals-42658 , pp. 121-124 (French).
- Grünholz, Hans: Electric full-line locomotives . AEG. Berlin 1930
- Electric locomotives . Siemens-Schuckert. Berlin 1927
Individual evidence
- ↑ Ind. Stbl. No. 141, Apr 6, 1875.
- ^ AM Hug: Presentation: The Dutch-Indian state railways and their electrification . In: Schweizerische Bauzeitung . tape 89 , no. 2 , p. 105-106 ( ETH e-periodica [accessed on May 7, 2016]). ETH e-periodica ( Memento of the original from May 7, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Adolphe-M. Hug: Les Chemins de fer d'Etat aux Indes néerlandaises et leur électrification. In: Bulletin technique de la Suisse romande. Volume 55, No. 11, doi: 10.5169 / seals-42658 , pp. 121–124, accessed May 7, 2016 (French).
- ^ Dutch-British Printing Company: De Koloniale Roeping Van Nederland (Holland's Colonial Call) . 1930, p. 93-95 ( archive.org ).
- ^ Electric Locomotive Roster. In: keretapi.tripod.com. Retrieved on May 14, 2016 (the source contains an error regarding the number of delivered locomotives of the 3100 series).
See also
- Bajah Railway
- Kereta Api Indonesia (today's State Railways)
- Private railways in the Dutch East Indies
- Administration of the Dutch East Indies
Web links
- History of some stations and routes (Indonesian)
- Prospectus of the Hohenzollern plant of locomotives for export to NI (1920s)
- Kereta Api Indonesia - Indonesian Railway (English, railways in Indonesia in general)