Java Sugar Steam 1997 - Central Java South Coast

These mills were operated originally by PNP XVI which became part of PNP XV/XVI, subsequently PTP XV/XVI which is now known as PTP Nusantara IX. It took me a long time to sort out these mills because this was not an interesting area for main line steam in the 70s. In their prime Gondang Baru and Tasik Madu provided some of my favourite rides and photos. However, this area has really prospered in recent times which means that the mills have suffered badly from loss of labour (to new factories) and growing land (to housing as the towns and cities expand). Future prospects for steam (and its mills) are very poor with Kalibagor, Cepiring and Ceper expected to close at the end of the current season.

14. KALIBAGOR Mill Index

This mill has had its three remaining locos (including the rare Borsig Mallet) stored in excellent condition for some years. Since the field lines are closed and they have more than enough diesels for the yard, the locos can only have a future elsewhere.

15. GONDANG BARU Mill Index

On July 14^th, there were no field trains running. However, mill staff said they would be operating again the next day. Active locos were said to be 3, 5 and 8. On July 15^th, 3 and 8 were ready to go out by 08.00, but showed no signs of leaving by 09.00. According to mill staff three sets of empties would go out. At 15.00, 8 was found near the end of the south line at Brangkal. It set off at 15.30 with 10 fulls, pausing at the junction with the Jogopayan branch where 3 was waiting with another set of fulls. Both set off together, with two further long waits while 8 received repairs to its motion. Final arrival at the mill was at 18.00.

July 26^th provided a reminder of the glory days at Gondang. 3 was found at Pacing (near the far end of the south line) and left on a full train at 15.15. An enthusiastic driver played to the gallery and charged to the triangle at Gantiwarno. Here 4 was waiting and after splitting the train, the two locos followed one another through the tobacco plantations and rice padis to the mill with final arrival at 16.45. Perfect sunlight provided a series of classic photo opportunities.

The north line was still open. Although the east line was not in use during earlier visits, at 14.00 on August 19^th, 4 was found at Jimbung, although the crew said it would not return before 18.00 as the cane area was a long way down temporary track (2km last time I was here!). Meanwhile, 8 had left the mill with empties for Trotok, almost at the end of the south line to Brangkal. It finally arrived at 16.00 and after prolonged shunting of empties owing to frequent derailments, it backed down towards the fulls at 16.30. While they were being coupled, it sat in perfect late afternoon sunshine with lovely glints, but of course the light had failed by the time it set off for the mill at 17.30. No other locos were out, but presumably another trip would have been necessary on the south line because only half the fulls went back with 8.

On August 20^th, I spent the morning climbing Gunung Merapi (2911 m). In the afternoon, 5 was reported at Jimbung, but was not investigated. 4 and 8 were at Trotok. 4 was found heading for home at Gantiwarno at 14.00 and successfully chased in. Unfortunately, a near total failure of my hire car's electrics left me limping into Klaten by 15.30 - cured temporarily in an hour and a half for the princely sum of Rp 25 000 (U$10).

On August 21^st, I climbed Gunung Merbabu (3142m), unfortunately the electrics played up again, so I did not get to the mill (service charge at the dealers Rp 44 000 - U$18) until 15.30. 4 was at Jimbung, 8 had returned to the mill from Trotok at 13.15 and 5 had left for Trotok at 13.00. In the event, 5 left on eight fulls at 16.30 in perfect late afternoon light, but inevitably a blow-up was required after 2 km so opportunities were limited - nevertheless a fine end to my Gondang season. At 07.00, the following morning, spotted en route to Prambanan, 5 and 4 were lined up outside the mill with their trains. It is not at all unlikely that these were the previous afternoon's trains…..

Taken together with my other group visit which found 3 locos in the field but no daylight movement, this represents a slightly greater than 50% success rate for daylight trains - until a couple of years ago, my success rate over a ten year period had been no less than 100%. Gondang's operations are living on borrowed time, there is very little sugar cane now grown in this area, what there is often some way from the lines and lengthy temporary track has to be used which, in part, explains why trains are running later than they did some years ago. Most of 1 has been scrapped, only the tanks, cab roof and bunker remain.

16. CEPER BARU Mill Index

On July 14^th, at 16.00, 9 was propelling road deliveries into the mill, as usual with the able assistance of a tractor. 8 was in light steam in the yard. From inspection, the field lines were still in use. Security here is quite tight, I did not want to pay U$11 to visit the loco shed and communication with staff is not easy as they tend to speak Javanese rather than Indonesian.

At 07.30 on July 26^th, 8, 9 and 10 were in steam. 9 was again propelling road deliveries (until it retired to the shed for running repairs) and 10 was in light steam outside the shed. 8 did very little apart from moving one set of empties to the road yard. Again, the mill was very quiet and the only significant external activity was a diesel on a set of empties.

17. COLOMADU Mill Index

This mill closed its field lines at the end of the 1991 season and apart from 4 which was transferred to Banjaratma in 1993, and 5 which has gone to Tasik Madu in 1997, all the other locos have been stored since then, all except 3 in serviceable condition.

18. TASIK MADU Mill Index

On July 14^th, a brief visit showed that things are no worse than last year, which is very good news. The few remaining field lines to the north and east are in use and the yard appeared busy. Active locos are I, III, V, VI, VII and XIV, together with new arrival Colomadu 5 ('5B') to replace IV whose boiler is past repair. A superb bonus for visitors is the activation of the vertical boilered steam roller which has been stored for many years. Its actual identity is a mystery, it has mainly American parts but appears identical to the machine in the DuCroo and Brauns book. Perhaps someone can supply positive identification.

At 07.00 on July 27^th, the mill was very busy. I and VII were shunting the mill. V was dealing with the storage sidings on the east side. III and XIV were shunting the road deliveries to the west of the mill yard. However, the most photogenic operation, as usual, was the transfer from the gantry to the north-west of the mill round the side of the mill to the main yard which was being worked by VI and 5B. Unusually, these were being stored next to the mill access road which required a double movement and resulted in trains running much earlier (before 08.00) than usual.

A 'drive through' visit at 10.30 on August 19^th found the mill totally clogged with cane, presumably as a result of a breakdown. I, III and XIV were in steam in the main yard, V and VI were waiting to work in from the west road yard.

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