Steam in Chile 2000

Ian Thomson added (10th September 2000):

Osorno based North British type 58 4-6-0 No. 534 (NB 18449, from 1908) has been fixed and worked specials between Puerto Varas and both La Paloma (Puerto Montt) and Frutillar in mid August. Valdivia based North British designed, but Chilean built, type 57 2-6-0 No. 620 (Maestranza i Galvanizaciones, no series number, from 1913) has also made local runs. The latter is in better shape than the former, but tickets for the Valdivia runs have been priced at less than USD 4 each, which comes nowhere close to covering long term marginal costs, and falls short of short term ones too. Unless better cost accountability is adopted, the Valdivia group will find they have no money for even minor repairs.

Due to the lack of an operable steam locomotive in Santiago, the ACCPF continues to be unable to run steam excursions in central Chile. The ACCPF's President Alfonso Ortega continues to plan on sending No. 851 for repairs in Temuco, but the Association lacks funds to have it towed south. Unless the ACCPF receives substantial financial support from the State Railway, there will be no steam activity until the "Tren del Vino" (=Wine Train) starts to run. This will be in the hands of a professionally run non-profit making society. My guess is that it will be in operation by the 2001/02 summer, comprising of type 57 2-6-0 No. 607 (Maestranza i Galvanizaciones, no series number, from 1913) and restored carriages making two or three trips per day between San Fernando (on the main line 130 south of Santiago) and Peralillo (on the abandoned branch to Pichilemu). A lot of track improvement has already taken place, using second hand sleepers recently replaced by new ones on the main line.

Derek Hyland contributes an alternative view on the current situation in Chile (5th September 2000)

It has been some time since I have visited your pages, and was rather surprised to read Ian Thomson updates, so I would like to state my views on the subject.

# 714 is stored operable in the round house at Santiago's main depot, San Eugenio. It definitely has not been abandoned, nor has it been moved illegally. The locomotive still belongs to the EFE, the State Railways, and as such, they have the right to locate the locomotive where they feel fit, as long as it is not scrapped! The engine, like nearly all engines in Chile, is in desperate need of a major overhaul, but since we are not capable of generating the necessary funds, we do the minimum amount of work to keep the engine running. #714 needs a complete re tube and replacement of all the superheater elements, plus work on the cylinders (boring out and new piston rings) and other minor repairs. The boiler's last major overhaul was in 1975, so it has amply exceeded its seven year certificate (if it ever had one)).

I admit that probably the National Monument Council did have in their minds locomotives when they designed the law to protect national monuments, but we are one of the few bodies trying to assure a workable future for these monuments, and not let them rust away in some forgotten plaza. And as such, we count with the approval from the National Monuments Council.

Regarding # 851, the locomotive is not wrecked. I was on the foot plate when it failed with a ruptured tube on our way back from the coast some year back. A non technical backed decision was taken back the to stop the locomotive to assess what was needed to be done, and just repair (basically block) a tube. As steam traction was needed in Santiago because of commitments, #714 was brought up from Temuco, since it was currently not been used (very unfortunately, the beautiful "Expreso de Lonquimay" had stopped running).

The plans for #851 are to take it to Temuco and replace it with #820 (basically, change all the fitting from one to the other). Popular belief has it that #820's boiler is in better shape than #851, but I would really love a slightly more technical opinion.

We, desperately need help down here, and not just economical, but technical also. We do what we can, with what we've got, and undoubtedly, have committed many mistakes. But, we all should try and push in the same direction. Conceive a national plan, search for the funds, and work towards one goal, and that is, to have a sustainable steam operation in Chile for years to come.

That is about all for the time being. Unfortunately, it is not much, but at least it is not bad news. The Wine Train has an excellent chance of succeeding, and although a private and profit seeking adventure, it has the possibility of leading the way for other schemes, like that down in Valdivia, which also has a lot going for it.

Ian Thomson reported on the current situation in the country (22nd May 2000):

"From north to south:

1. Ferronor has announced that it is repairing metre gauge type W 2-8-2 No. 3511, and its parent body, Rail America, will consider the locomotive being transferred to the Copiapó zone during the latter half of 2001, to take part in the celebrations of 150 years of railways in Chile.

2. The ACCPF in Santiago has finally admitted to giving up hope of repairing broad gauge type 70 2-8-2 No. 714. Since it had previously abandoned hope of fixing type 80 4-8-2 No. 851, there is no operatable steam locomotive in central Chile. The Association is talking about sending No. 851 to Temuco for repairs. This has been Oked by the National Monuments Council, which also wants the ACCPF to send No. 714 back to Temuco, from whence it had it brought, four years ago, to replace the already unserviceable No. 851.

3. Broad gauge 2-6-0 No. 607, of type 57, is under repair in San Fernando, for the Wine Train project. Local teacher Victor León is in charge of the repair; businessman Carlos Cardoen the prime mover behind the Wine Train.

4. Broad gauge 2-6-0 No. 620, also of type 57, has been repaired by the State Railways in Temuco, where it formed part of the National Monument consisting of the locomotive depot and contents, and is being transferred to the ACCPF. It left Temuco for Valdivia in late April, disguised as No. 622, since the National Monuments Council had not authorized its departure.

5. Broad gauge type 58 4-6-0 No. 534 has been switched to Osorno, and is currently not capable of working trains. The State Railway has offered to help repair it."

(As you can read above there are always at least two different ways of viewing a situation. RD)

Derek Hyland sent a further update (26th Mar 1997) on the main line preservation scene in Chile. He adds (15th July 1998):
"Other matters in Chile are more or less stable. Number 714 continues to be operable, together with number 534 down south. 714 operated a very successful tour to Rangagua (97 Km south of Santiago) at the end of May, and also participated in a movie, filmed at San Bernardo two weeks previously. It is now undergoing maintenance work, where we are replacing some if not all, its super-heater steam pipes (not flues), adjusting the slide bars, washing out and fixing the tender, and it has undergone a complete overhaul of its electrical system."

Ian Thomson previously reported:

On Tuesday 10th November1998, the Staff Association of the United Nation's Economic Commission for Latin América and the Caribbean, which is based in Santiago (and in which I work) rented a steam train to celebrate the Commission's 50th anniversary. The train was hauled by State Railway's 2-8-2 No. 714 and a set of four 1923-32 vintage carriages, including three of those maintained by the ACCPF. Everything went quite well and a good time was had by all.
He reported previously (30th Sep 1998):
"North British 4-6-0 is operable in Temuco and hauled a special train in honour of poet Pablo Neruda on 23rd September. This is an annual event sponsored by the Municipality of Temuco. The ACCPF is still repairing ALCO 2-8-2 No. 714 here in Santiago, and is currently working on the piston valves and the grate.
and again (16th Sep 1998):
" The really good news re. Temuco is the publication in the Official Newspaper on 20th July of Decree No. 769 which:
· extends the limits of the National Monument of the Locomotive Depot to include the conference rooms (ex-railwaymen's quarters), coaling stage and access track from the main line;
· adds to the collection type 80 No. 849 (which was overlooked in the original decree), type 54 No. 463, eight carriages of various origins and dates and a 1907 Stothert & Pitts steam crane;
· corrects the building dates of locomotives included in the original decree published in1989.
Since then the real estate arm of the State Railway company has lodged an official complaint about the access track, and has offered to lay another one if the one now included in the Monument (and which passes under the coaling stage) is allowed to be taken up. It might win this battle, but probably not. I shall keep you informed.

Although not strictly 'working steam', Colin Churcher has sent a list of surviving active steam locos. Ian Thomson (3rd February 1998) has sent a review of the present situation.