BUMPS, BANGS & BREAKDOWNS
or AMIGO, GIVE ME A DOLLAR
THE STORY OF THE 2000 ZAFRA

by Ron Lingley of Steam In Paradise who has also provided all the pictures.

Overview.

Everyone agreed that the cane harvest this year was very good and the sugar content high. We wait with interest to see the official figures. The weather was good with only local thunderstorms affecting cutting. Much investment has gone into new lorries and trailers to bring the cane to the railhead or direct to the mill. Cane arriving in ox carts is just a memory. Even the number of tractor run operations are greatly reduced. Many loading points close to the mills have been built or enlarged to deal rapidly with this constant stream of lorries and trailers, to the detriment of trains from the outlying areas. This trend for building Centro Limpiesa LP’s just outside the mill will continue. Many mills have completed economic studies for their more distant LP’s and in all too many cases the future does not include rail services. A diesel mill in the Manati area has already lifted the tracks at it’s most distant LP’s. The LP now loads lorries/trailers. Lorries with trailers have even arrived now at Rafael Freyre, covering larger areas with a resultant reduction in the distance that the cane travels by rail.

At the end, most mills were operating at least one month behind schedule. Even when mills were experiencing breakdowns, and this year that was reported to more than usual, there was not usually a large build-up of cane waiting to be processed. With many mills not working, the only conclusion for the universally delayed finish to the Zafra at the remainder must revolve around the resources available to cut the cane. Some cane harvesters have been re-motored, but no new machines have been noted for a number of years. Mills were quoting a lack of many spare parts and essential equipment. At Venezuela crews were disconnecting air-hoses from empty wagons to attach to the loaded ones. Some mills even had problems with a shortage of fuel oil.

Although inspired by the ill-fated Havana Steam Festival, the Caibarien Steam Festival held at Marcelo Salado on 28th December 1999, was principally for internal consumption only. It is not surprising that railfans had no prior information, Ifrain Alfonso mill only knew 10-14 days in advance. Two festival programmes were produced. One for the Minister of Transport and the other for the head of Minaz. Locomotives were assessed on their condition (mechanical as well as external). The winner was 1728 from Carbo Servia, 2nd - 1661 from 10 de Octubre, 3rd - 1539 from Luis Arcos Bergnes. Other locos at the festival were 1147/1342/1343 from 428. 1541/1755 from 405. 1823 from 427. 1626 from 434. 1432 from 446. 1550 from 437. 1635/1637/1850/1910 from 440. The last 5 locos travelled together in one train, each separated by a cane car, through Santa Clara on 27th December. 1373/1431 were invited from 435 but it was not possible to find suitable transportation. Now everyone wants to get in on the act, with rumours of festivals in each province and a national event at the end of the year. Any measures to heighten the level of steam awareness in Cuba or to give crews an increased pride in their locomotives must be welcomed.

The fact the number one Dollar earner for the country is not now the sugar industry, or indeed that which overtook it, the tourist industry, but Dollars sent from families in the U.S. says much about the way Cuba is facing the new millennium. While the media is interested only in the continuing saga of Elian Gonzales and whether he will be allowed to return to Cuba with his father, for the majority of Cubans (without U.S. relations) their main concern is finding enough money for the dollar needs of today and tomorrow. With the typical wage the equivalent of just 5 - 7 dollars per month, this division between the haves and the have-nots was apparent everywhere this year. In every dollar shop, in every bar or restaurant, but nowhere more so than on the road, where the number of new cars with private Cuban numberplates was phenomenal.

I have read many complaints from certain enthusiasts in solo car groups about the way they feel that they are being treated by some of the crews in Cuba these days. ‘Steam In Paradise’ in the last ten years has always had a extremely good relationship with the crews and even though we had resisted going down this slippery slope for many years, we came to the conclusion two years ago that the situation had changed radically. Too many people who did not understand (or care about) the full implications of their actions were showering certain crews with money and creating irreversible precidents. Therefore, if we wanted the shots, it was necessary for us to agree (in spanish) precisely what we wanted with the crew of each train. Only one crew at mill 428 has ever failed to supply us with what had been agreed, and that has been far out-weighed by some superb action shots and footplate rides from all the other crews at numerous mills.

Whatever your politics are, and whatever you believe those of Cuba to be, if you are a tourist, you have money (or at least a lot more than they have), and therefore you are a target. It does not help if you as a railfan show up with thousands of dollars worth of cameras slung around your neck and expect them to perform for nothing! I am not advocating that you throw loads of dollars at them. This is what some European and lately some British visitors have done and it has caused EVEN MORE problems for everyone else visiting afterwards, but at many mills just giving a packet of cigarettes and a photo are a thing of the past! These days at the mills most commonly visited, it is necessary to have a agreement with the crew before the train starts. If you are not prepared to pay the price, you will not get good photographs. This does not necessarily mean run-pasts, just the usual photos of the train being worked normally. It can become an expensive extra for individual car groups, in the end, it’s your call!

103 Eduardo Garcia Lavendero.

Mill not working. 1816 had arrived here from Marcelo Salado in order for it to be nearer Havana, for which the mill was very grateful. The loco was frequently used on intermill workings to Abraham Lincoln. It proved itself to be a very powerful machine but continued to suffer its fair share of mechanical problems. The height of the tender sides have been reduced to facilitate TF running. Cane was often collected by the 0-6-0 jackshaft diesels and brought to the mill or the 1st LP for 1816. Some intermill workings were seen going to Hector Molina behind diesel and also a diesel arrived at R M Villena to collect a train load of bagasse. How much was left in the open-sided cane cars by the time it arrived back at Lavendero is open to speculation.

105 Augusto Cesar Sandino.

1382 was wrecked when the boiler exploded at Porvenir LP on 25th February. Miraculously, although badly injured, the crew survived. 1364 has arrived here from 210 (prior to the 1382 incident). It is being overhauled and regauged to 3’ using the wheelsets and other parts from the previously dumped locos, which have all now disappeared except for a few pieces of metal. 1405 was not seen in use. 1210 is awaiting overhaul. The LP at Dos Hermanos was not seen working.

107 Pablo de La Torriente Brau.

1703 suffered minor damage to the cab following a shunting mishap on 11th March. The mill say that 1501 will be overhauled eventually.

201 Amistad Con Los Pueblos.

Mill not working. The intermills to Hector Molina were again steam and the complicated system of cane collection and distribution of m/t’s to the 3 LP’s used involved 2 if not 3 locos. The LP adjacent to the mill was not seen in use. 1707 was operating with a Boris Luis Santa Coloma tender (possibly from 1604). 1805 spent most of March at R M Villena. 1106 still resides at the back of the shed. There was no trace of 1509. There is a container depot just past the LP near the autopista. This explains why some diesels are seen on this system. System still working 5th May. The picture shows 1803 working between the mill and Mill 210 on 26th March:

206 Manuel Isla Perez.

A very friendly welcome was given to the ‘Steam In Paradise’ group’s official visit on 9th February, when access was allowed to all the parts of the mill requested. The mill still uses a large stationary steam engine. 1708 and 1603 had both failed overnight and parts from 1602 were being cannibalised to repair 1708, but the mill were emphatic that 1602 is intended for overhaul at a later date. They stated that under Minaz orders they were not allowed to scrap locomotives! They did not have any knowledge of the whereabouts of 1208 and there was no sign of 1802. They can’t have been scrapped can they? 1107 is now plinthed at the mill entrance. This was the first standard gauge mill to have been seen to finish in the first days of April. The intended finish date given by Havana was 11th March.

207 Gregorio Arlee Manalich.

One of the most interesting sheds to visit despite not receiving any paint for new liveries this year. 2’6" gauge No.2 (1181) has arrived here from the Minaz works at Banes for restoration. Mill staff say that the loco is destined for the proposed museum in Havana (contrary to what Rafael Freyre say!). It carries one of the 6456 worksplates off 1180 so it cannot be confirmed if the loco is really 6608 from 1883. 1403 is reported to have gone to Manuel Martinez Prieto (again for restoration for the museum). 1402 fooled a lot of people, being repainted as 1551 to fulfil filming contracts. The real 1551 is still at Trinidad. Two locos that did arrive on transfer from 212 were 1510 and 1806. 1510 as replacement for 1403 on pilot duties, and 1806 as cover for the diesels on longer workings. 1704 was not seen in use. 1365 was being overhauled, but all the other narrow gauge locos saw use. No trace of 1109. The two LP’s at the mill were providing the majority of the cane, though even as late as 28th April an 800t. train of cane was seen arriving from Jicotea LP behind 1307. Havana’s scheduled date for closure was 3rd April. In their spare time the mill staff are building a miniature working steam loco. They have a loco built by the Miniature Railway Co. of 801 Broadway in 1902 and eventually hope to restore this as well.

210 Osvaldo Sanchez.

Mill not working. Although 1364 has been transferred away, 1309/1310/1347 and the derelict 1110 remain at the mill. Staff say that the narrow gauge south line will be reactivated when the mill boilers have been repaired. The optimistic target is 2 years! 1204 has been overhauled and was working alongside 1205 but often when the quantity of cane arriving was high, 2-8-0’s 1681/1701 were used to the 3 local LP’s. The intermills to Hector Molina were diesel but 1681 was seen banking the train to Guines on 18th March. 1507 was being overhauled. No.89 (believed to be 1609) was not traced. System still working 28th April.

211 Ruben Martinez Villena.

With the large fleet that the mill has, it was surprising that 1805 had to be requested from Amistad to cope with a power shortage during March. 1605 was constantly failing on intermills from Camilo Cienfuegos, which were collected from Roble by steam. 1311 or 1411 were the usual pilots and 1112 was steamed on request as on 17th February for ‘Steam In Paradise’. 1201 & 1206 are both dumped. There was no sign of 1508. El Fenix LP, north of Roble is now largely dismantled. Mill still working on 14th April. Havana’s date was 22nd March.

212 Boris Luis Santa Coloma.

Another disappointing year, with 1510 & 1806 transferred to Manalich, normally only yard work remained for 1606/1711. 51031 handled the line work. Other diesels were seen visiting and not on cane duties. 1606 performed a special cane working for ‘Steam In Paradise’ on 7th February from Cayajabos LP, but was also seen on a working from Concordia LP on 14th April. 1756 is being overhauled. 1511/1512/1604 are dumped in the siding at Bizcocho. The new LP near to the mill on the north line is now a large set up for the rapid handling of cane into the mill. Mill still working on 5th May. Havana’s date was 11th April.

302 Reynold Garcia.

Mill not working. Intermills behind diesel. 1517/8 loaned to mill 314.

303 Australia.

Another excellent year for Australia’s steam with the early morning departure running regularly again and providing the most impressive of photography. The early departure also avoids most of the pestering at the mill that is among the worst in Cuba. It was a bad year for the mill however, which suffered a constant stream of breakdowns. This spread to the acopios and the locos, although the latter was largely human error. 1593 required a new cab to be made after a shunting mishap on 11th March and 1607 dropped a boiler plug when the crew had their minds on other matters. All the steam saw service except 1716 which was still under overhaul. 37014 was drafted in for cover for 1716 but as last year was mainly used on the overnight train. They may be some of the dirtiest locos in Cuba but these days they are mechanically sound. All the trains noted went through to San Ramon LP and no TF Juanita LP workings were seen. The mill now has definite plans to close San Ramon and to use the equipment to build a new Centro Limpiesa LP close to the mill to reduce the time taken for cane to arrive at the mill after restarts (currently 1-2 hours for trains to Juanita LP). Strangely with the disappearance of many derelicts throughout the island, 1314 & 1613 still reside in the undergrowth behind the shed. The mill finished on about 16th April. Havana’s date for the end had been 28th March. The first picture shows 1607 on 28th March, the second 1513 on 9th April.

304 Granma/318 Victoria de Yaguajay.

With diesel back in regular charge of all the long distance work, steam was thought to only handle the shunting and workings from the 3 adjacent LP’s, but 1812 was seen to venture as far as La Rosa (2) for cane. 1811 was also seen working and 1519 was probably also used, although on 26th February it was receiving routine maintenance at 318. 1714 was undergoing overhaul at 318, with 1594 & 1713 awaiting their turn. The condition of 1594 defies belief that it was working last year! Staff stated that although 1514 & 1813 had been dumped for a number of years, there was every intention to overhaul them. 1615 has disappeared. LP’s at Tosca and La Rosa (1) not seen used.

305 Puerto Rico Libre.

Mill not working with cane going to Juan Avila and Cuba Libre behind diesel, although 1808 is known to have worked at least one train. Congreso LP (previously thought to have been worked by Manuel Isla Perez) is probably a Puerto Rico Libre LP, worked this year by PRL diesels to Juan Avila with Juan Avila cane cars! 1901 & 1527 are both dumped in the shed and 1718’s overhaul has ground to a complete halt. No.3 (1116) is in the process of a cosmetic for preservation at the mill. 1409 was still at 306.

306 Cuba Libre.

Line work back to normal patterns after the poor 1999 showing with steam working both routes. Diesels were seen at the mill although not on cane workings (other than from PRL). The Pedroso workings reverted to running around the train at Navajas. The triangle at Guira was seen in use on 23rd. March. 1610 under overhaul. 1409 dumped. The picture shows 1612 and 1808 on 23rd March.

310 Espana Republicana.

1521 has been plinthed at the mill.

312 Fructroso Rodriguez.

Mill not working again.

314 Jesus Rabi.

The majority of steam work was being handled by Reynold Garcia’s 1517/8, giving the mill the opportunity to overhaul 1414 & 1810. 1413 was worked but suffered repeated failures ending with a broken eccentric. It may be only used sparingly in the future. 1529 was probably used on occasions.

315 Jose Smith Comas.

On 6th April, 1531 brought the heaviest steam hauled train of loads seen this year into the mill, 38 cane cars (almost 2,000 tonnes) from Delirio LP (with cane from Cairo mill). Although the trio of moguls were in use as normal, 1122 was not and its mechanical problems may make overhaul improbable. Shunts were handled by diesels 4117 and Puerto de Cardenas #1. The mill now has a regular tourist operation run by Gaviota from Varadero with a tour of the mill and a train ride behind 1415 to the 1st LP. Some of the roads on the WS map between Santa Rosa and Delirio are now closed off.

319 Rene Fraga.

Another disappointment for 2000 with line work reverting to diesel. 1820 now has a multi-coloured livery and a different tender. Although it was relegated to patio work, it was seen bringing in some extremely heavy trains from the two adjacent LP’s. 1313 was reported to be the only other serviceable loco, though no attempt was made to steam it after 1820 totally derailed (loco & tender) on 15th March. An amusing hour was spent watching a predictably abortive attempt to rerail it using a few planks of wood and a bulldozer! All other locos dumped or derelict although it is unclear if one 2-8-0 is a dismantled 1618 or the remains of 1723.

320 Juan Avila.

1720/1721/1807 all in use mainly on short distance work. Diesels were often present from intermill work. The overhaul of 1534 continues and 1526 is still here but not used. Derelicts 1535 & 1814 are still present. Mill still working 29th April. Havana’s date 11th April.

321 Julio Reyes Cairo.

Another mill not working. Cane was being taken from the LP’s (except the one at the mill) to Delirio for collection by Comas steam or Espana Republicana diesel. 1124 & 1619 dumped. 1520 & 1646 overhaul. 1123 & 1614 out of use when visited. No trace of 1416 or 1722. A big surprise was the arrival at the mill workshop of Humberto Alvarez’s 1356 for overhaul for a tourist operation.

403 Mal Tiempo.

Operations back to normal this year with 1320/1321/1322/1355 handling traffic. 1345 under overhaul and 1221 being earmarked for possible tourist use. 1238 confirmed scrapped. The picture shows 1320 on 1st March.

404 Ciudad Caracas.

Carlos Carraballo’s 1550 was a regular performer on the shunts with 1538. 1621 was standby power for the diesels on line work and did see action. Primero de Mayo’s 1545 and 1848 arrived as further backup power but only the former was seen in use. 1725 was not seen in use. 1724 was dismantled.

405 Luis Arcos Bergnes.

Mill closed with cane going to Abel Santamaria behind A.S. diesels or L.A.B. steam. Despite taking part in the Caibarien festival 1541 was not used. The LP on the Santa Clara mainline was not seen in use. A rare sight nowadays are the large carts of hand-cut cane hauled by 8 strong teams of oxen. In the past this has always been a notable and picturesque feature of this mill. Hand-cut cane was arriving by lorry and tractor.

409 Antonio Sanchez.

Cane arriving from Primero de Mayo. Steam primarily used for shunt and short distance work, except to cover diesel failure. 1623 & 1629 are again the regular performers. Little progress has been made with the overhaul of 1726.

412 Juan Pedro Carbo Servia.

The winner of the Caibarien festival 1728 was proudly displayed on its trips to the Centro Limpiesa.

413 Espartaco.

Another busy year for the mill with standard gauge cane arriving from Marta Abreu, for which 34062 was loaned. 105 year old 1326’s use on a ‘Steam In Paradise’ special cane train confirmed the mill’s 100% working steam fleet. Although Havana’s date for the Zafra’s finish was 18th March, even as late as 9th April, all four LP’s were serviced within two and a half hours and the mill was still working on 27th April.

418 Obdulio Morales.

Contrary to Havana’s list, the mill was working, but as in 1999 it was 100% diesel. 1334 and 1420 have been overhauled and are available if required. 1333 has had a cosmetic overhaul and is destined for the Battle of Yaguajay memorial site near Simon Bolivar. The loco was used by Camilo Cienfuegos and the Revolutionary forces during the battle. The line from the mill to Centeno was not used with all trains going via Simon Bolivar.

424 Primero de Mayo.

Mill not working. Intermills to Antonio Sanchez were with diesel although on 9th April, 1623 arrived but with no cane to collect, returned with only its caboose. 1545 & 1848 were on loan to Ciudad Caracas. 1543 & 1544 continue their prolonged overhaul.

427 Quintin Banderas.

1823 has returned from G. Washington and is used mainly for patio duties with 1547. 1548 is under overhaul. Preserved 3’ gauge #2 (1145) is now plinthed beside the road at the mill entrance.

428 Marcelo Salado.

Mill closed with cane going mainly to Jose Maria Perez. Cane was collected from Remedios and the mill by the intermill diesel, which meant that steam usually worked to and from Remedios LE & caboose only. Exceptions did happen later in the season such as 11th April when 1549 worked off the Carolina branch straight through to the mill with the loads. 1549 had been damaged in a serious accident on a crossing at Remedios on 20th February involving some fatalities. 1342 & 1343 started the season facing the Santa Clara direction following the festival in December, and were not turned until early February. They were the other regular working locos. 1429 was under overhaul. 1147 was not seen in use. 1148 was reported to have gone to Placetas for conversion to a fireless. The picture shows 1343 on 15th February.

429 Jose R. Riquelme.

1645 under overhaul, while 1750 is still dismantled.

433 Marta Abreu.

Mill Closed. 1239 out of use. Cane to Espartaco behind diesel after weighing at mill 433.

434 Panchito Gomez Toro.

1626 on trips to the Centro Limpiesa LP and shunt work.

435 Hermanos Ameijeiras.

1373 and 1667 were both seen on patio work, which was regularly back in the hands of steam. The regular steam worked special trains on this extensive system has convinced the mill of their value. The picture shows 1667 on 13th February.

437 Carlos Carraballo.

Mill not working. 1550 loaned to 404. Diesels sub-sheded to 440.

440 Ifrain Alfonso.

Ifrain’s duties were steam as usual despite the presence of 437’s diesels. 1636’s overhaul was being completed on 17th April with only the electrics still to be finished. All the other locos saw regular line action including 1850, who disgraced herself at Pozo by blowing a safety valve clean off after moving the loads only 200 metres. Ifrain started their Zafra on 20th December and felt hard done by at the Caibarien festival, being required to take their 4 locos straight off normal cane duties for the three days, while other mills could take days to prepare their engines. Havana’s date for the end of the Zafra was 8th April, but the mill was still going on 5th May.The picture shows 1910 on 28th March.

441 Diez de Octubre.

1661 working, actually doing something!! With new conical smokebox door. 1818 derelict. Mill still working 5th May (Havana 20th April).

443 Pepito Tey.

With the exception of dumped 1165, all the other seven locos saw use. Although 1164 may have only been steamed for a visiting group and not actually used. The mill finished 4th April. Havana’s date was 9th March. The mill has plans to build a tourist line to the nearby botanical gardens. This would involve another full thrash climb!

446 Carlos Balino.

Mill not working. Intermills diesel. 1432 on shunt. 1555 out of use.

448 Simon Bolivar.

Also milling contrary to Havana’s list. With only two loading points in use, it was staggering to find all the mill’s working fleet in steam on 30th March. 1138/1354/1360/1366/1367. 1361 is derelict and 1362/1363 not used. The remains of 1167 are still on site but the older 1166 has disappeared. The pilot was frequently waiting lengthy periods of time to push the cane cars into the tipper due to the constant stream of lorries and trailers unloading straight into the mill. Passing diesel traffic was to Obdulio from the LP near Mayajigua (E of Centeno) and not Simon Bolivar cane.

449 George Washington.

No steam action. 1638/1639/1644 dumped.

Trinidad.

1551 is still at Trinidad. In use at the start of the year, it was being overhauled in April.

503 Orlando Gonzales Ramirez.

Easily the best of the Ciego mills for steam these days with regular long distance work and often two trains in action simultaneously. The laboured overhaul of 1736 continues, but the other 4 locos all saw use. 1732 sported a striking lime green livery.

504 Ecuador.

Ecuador also received some green paint, but used it sparily on the cabs and rods etc. of its locos. The mill suffered another patio incident on 6th March when 1821 collided with 1564 in early morning fog. 1564 was the worst damaged of the two but was back in action by 5th April. With the mill short of larger steam locos, usually only the short runs were steam. 1904 was under overhaul. 1649 has disappeared. Mill closed 24th April (Havana’s date 31st March). Any remaining cane went to Ciro Redondo behind diesel.The picture shows 1564 on 5th April.

505 Carlos Manuel de Cespedes.

Steam only on shunt/trips to Centro Limpiesa LP.

515 Ciro Redondo.

Less steam in use this year with only 3 servicible locos at best, and just as many failures as most years. Traffico often seemed reluctant to send out steam on workings, and often the scenario changed before the loco was dispatched to any particular loading point. 1827 received the green treatment, here, it was olive green with red lining. The mill expected to be working through to the end of May, taking any remaining cane from the other mills in the area.

520 Noel Fernandez.

Super-fireless 1664 working. 1658 reported useable.

522 Venezuela.

Only two locos were seen in action this year. 1741 painted in malachite green with yellow lining, and 1657 hastily painted sky blue almost everywhere including most of the smokebox, and lettered on only one side of the tender. A visit to the mill at the start of March found no steam at all serviciable. Some locos were reported as being repaired, but no others were seen in use and by the end of the season, the remains of 1742 had been dumped at the top end of the yard. It is possible that its overhaul had been abandoned. 1902 was not seen in use. A new LP has been built S. of Pita Jones on the Jucaro line called Dos Hermanos. After the mill closed (around the end of April) the remaining cane went to Ciro Redondo overnight behind diesel.

635 Rafael Freyre.

Anyone who read Havana’s start date of 20th January for the mill must have believed it to be a misprint. Certainly an earlier start date than last years mid March was expected and our guess was about the third week in February. Even World Steam suggested that anyone visiting before mid March was a brave photographer. The Zafra commenced in the last week of January and along with the other mills in the province it must be assumed that influence had been brought to bear by Havana. Any thoughts that they might have had that the harvest would be finished by the 1st or 2nd week of April proved optimistic and only 80% of the harvest was in by the end of April. Not that cane was arriving in any great quantities. Short trains were often the norm. Some trains were taking an eternity to complete their duties. One such working left the mill at 9.30am. for Princesa and Lator only. It arrived back at the mill at 4.30pm. with just 12 cane cars! The mill was also reporting many breakdowns and the power supply to the mechanical LP’s was also problematical at times. The condition of the steam locos were the worst in memory and failures were a common occurrence. The mill cited difficulties in acquiring spares and raw materials. Many of the older steam men have or are near retiring and this is causing problems among the remaining crews and the workshop staff. 1385 was under overhaul and 1389 dumped leaving 5 available 2-8-0’s. #1 was said to be in working condition but lacked the certification required by all Minaz locos these days. The mill had no knowledge of #2’s removal from Banes to 207 and had laid a length of track at the main cross-roads with the Guadalavaca road on which it was intended to plinth the loco. #1 & #2 each carried one of the 1882 Baldwin 6456 worksplates, or at least #1 did before mid April, when it was stolen. This was allegedly after a British enthusiast had shown interest in acquiring it a couple of weeks earlier. Not only have Minaz in Havana been informed of the incident but also Airport authorities are on the look-out for anyone trying to leave Cuba with plates.

Most enthusiasts would have rejoiced about the improved state of the roads this year, but this belies the most significant change in operational methods since the arrival of diesels. Hand-cut cane is no longer brought to the loading points by ox-carts, and this year, the quantity of lorries outnumbered tractors. Much of this cane had not been cleaned and required to be put through the mechanical acopios instead of the small chuchos. The first of the lorries with trailers has arrived, courtesy of the improved road system. Put together these worrying changes meant that many of the smaller loading points saw reduced quantities of cane compared to previous years and were open for shorter periods. Teche closed before April. Others did not open. The line to Uvilla suffered a washout before the Zafra, which was not repaired. Many trains this year did not go beyond Princesa LP. How long before only the mechanical acopios at Princesa and Luciano remain and the branches are closed?

Like Jose Smith Comas, Rafael Freyre has a regular tourist operation run through Gaviota, with a tour of the mill and a train ride. There are still longer term plans to open a tourist line to Gibara and also to make the whole of the mill into a museum operation, running all year round. One can only hope that some of this new income finds it way back to providing the basic reinvestment required to keep the steam running and the system as it exists, intact! But whatever happens things will not be as they have been for much longer.

Next year could be the last chance to enjoy the full Rafael experience!

The pictures show 1388 on 7th March and 1390/1387 on 3rd April.

Ferrocarrilles de Cuba.

All Hershey services are in the hands of Barcelona units with the exception of trains on the Santa Cruz del Norte branch, for which at least 3 of the original Brills are being used. Some of the railcars are being scrapped. 2 of the Havana - Matanzas services each way now use Coubre station instead of Casablanca. A 510xx or 710xx is attached to the front of the Barcelona unit to run over the non-electrified track.

1965 Brissonau M60 50801 has turned up as one of the diesels working at Artemisa cement. Another diesel to re-emerge after 17 years hibernation is Ganz Mavag DVM9 61011. The dump line of locos at Havana’s Jose Ramirez Casamayor works has disappeared. Cut-up or moved elsewhere? 12 second-hand A-1-A Canadian GMD 1 diesels have been received and are working secondary services in the Havana and Santa Clara areas. Some are still in Canadian Pacific livery and numbers. Acinox have also received 2 more Canadian Co-Co units. All 4 are now renumbered in the 914xx series.

Abbreviations

TF Tender or Bunker first. CF Chimney first.

LP Loading point. WB/EB Westbound/Eastbound.

F Freight. Pax Passenger.

LE Light engine. m/t’s Cane empties.

is. In steam. oou Out of use (useable?).

dpd. Dumped. dere. Derelict.

rep. Repairs. o/h. Overhaul.

rem. Remains. dism. Dismantled.