Minggu, 11 Juli 2010, pagi masih diselimuti kabut dan dingin, akan tetapi sebagian rekan-rekan IRPS sudah berkunjung ke Stasiun Spoor Teboe Remise PG Tasikmadoe untuk melihat loko-loko uap dipanaskan.

Pukul 08.00 WIB setelah sarapan pagi, IRPS mengadakan silaturahmi dan diskusi dengan Manager PG Tasikmadoe Bp. Ir. Megantoro. Dalam kesempatan tersebut, Bp. Megantoro menguraikan sejarah berdirinya Agrowisata Sondokoro, Keadaan Sarana dan Prasarana di Agrowisata serta kesulitan-kesulitan yang dihadapi baik oleh Agrowisata maupun PG. Tasikmadoe. Tak lupa pula dalam kesempatan tersebut beberapa rekan IRPS melakukan tanya jawab dengan Bp. Megantoro.

Setelah serahterima cinderamata, dengan didampingi oleh Bp. Megantoro, IRPS melakukan joyride Spoor Teboe dengan memakai kereta khusus wisata yang ditarik loko uap TM I. Setelah joyride, acara selanjutnya berkunjung ke PG Tasikmadoe untuk melihat dari dekat proses pembuatan gula. Sambil berkeliling Bp. Megantoro menerangkan bagian demi bagian proses pembuatan gula tersebut.

Dengan mengucapkan syukur ke hadirat Tuhan Yang Maha Esa, IRPS telah dapat menyelenggarakan Acara Peringatan Sewindu IRPS pada tanggal 26 Juni 2010 bertempat di Auditorium PT Kereta Api Indonesia (Persero), Bandung. Acara yang dikemas dalam bentuk Sarasehan dan Pameran Pecinta Kereta Api ini mendapat dukungan penuh dari Direksi dan manajemen PT Kereta Api Indonesia (Persero) sebagai mitra IRPS.

Acara Peringatan ini berlangsung lancar dan meriah, dengan kehadiran undangan dari sahabat-sahabat IRPS yang merupakan insan pecinta kereta api, pecinta sejarah dan insan transportasi, seperti PT KAI, MASKA, IRW-LIPI, MTI, Majalah KA, KRL Mania, Komuter, Komunitas Historia Indonesia, Museum Transportasi Taman Mini Indonesia Indah, Sekolah Tinggi Manajemen Transpor Trisakti, Politeknik Bandung, Unika Sugijapranata, Barito Guide-Ziarah Spoor, Ikatan Masinis Indonesia, Jurnal Komunitas Tnol, serta undangan lainnya termasuk Rekan-Rekan Pecinta Kereta Api dari Bandung. Acara ini sekaligus menjadi forum silaturahmi dan diskusi antar pecinta kereta api.

Untuk menambah meriah dan semaraknya acara, Band Locomotive Dipo Induk Bandung di bawah koordinasi Rekan Agus Sopandi (KUPT Awak KA Daop II Bandung), turut serta sebagai pengisi acara hiburan.

Acara dimulai dengan sambutan-sambutan dari Ketua IRPS dan Direksi PT Kereta Api Indonesia (Persero). Rekan Yos Asmat Saputra dari Humasda I Jakarta turut berpartisipasi aktif di acara ini sebagai Pembawa Acara (MC).

Acara dilanjutkan dengan sarasehan yang dimoderatori oleh Rekan Nurcahyo Mukardi, Wakil Ketua IRPS dan diisi dengan materi-materi yang menarik dari Rekan Tjahjono Rahardjo, anggota IRPS yang memberikan materi mengenai  “Menelusuri Jejak Awal Perkeretaapian Indonesia”. Selanjutnya Bapak Djoko Setijowarno dari Masyarakat Transportasi Indonesia (MTI) memberikan paparan mengenai “Potensi Revitalisasi Jalur-jalur KA Non-Aktif”.

Acara diselingi dengan seremonial Peringatan Sewindu IRPS, yang dimulai dengan Pembacaan Doa, pemotongan tumpeng ulang tahun, penyerahan cinderamata dan dilanjut-kan dengan santap siang bersama.

Sarasehan dilanjutkan dengan bahasan Forum Diskusi Layanan Jasa Angkutan Kereta Api antara pecinta kereta api dengan Direktorat Komersial PT Kereta Api Indonesia (Persero),  yang dalam hal ini diwakili oleh Bapak Husein Nurrony (VP Pemasaran Angkutan Penumpang). Penyajian materi sarasehan diakhiri dengan materi Upaya Pemberdayaan Aset Pusaka Kereta Api Indonesia yang dipaparkan oleh EVP Pusat Pelestarian Benda dan Bangunan, Ibu Ella Ubaidi. Acara Sarasehan diakhiri dengan kesimpulan dari Moderator serta pemberian cinderamata kepada para penyaji materi sarasehan serta foto bersama para undangan.

Untuk menyemarakkan Peringatan Sewindu IRPS ini, IRPS juga mengadakan acara Pameran Pecinta Kereta Api, dengan menyajikan pameran foto, pemutaran film dokumenter, serta sudut baca pustaka dan gerai cenderamata. Pengurus IRPS menyampaikan ucapan terima kasih kepada berbagai pihak yang telah mendukung terselenggarannya acara Peringatan Sewindu IRPS ini, terutama kepada Direksi dan Staf PT Kereta Api Indonesia (Persero). Mudah-mudahan acara ini walaupun sederhana dapat bermakna dan memberikan  manfaat bagi perkeretaapian Indonesia.

After the line was cleared of wild-growing tall grass, the draisine returned to Cibinong Station, carrying the tools and staff of the railway company. After arriving at Cibinong Station, the draisine moved eastward again. Railfans and Cibinong Station Master, using the draisine, inspected the cleared line to Nambo Station, where they were greeted by Nambo Station Master.

Karyadi said, the fact that Semarang as the starting point for the railway line is unarguable, but the exact position of the first station was still debatable. Some considered Kemidjen as the place where the first station was built. This opinion was so strong that Kemidjen name plate was put in Transportation Museum in Taman Mini Indonesia Indah (TMII). He said that the opinion should be put into further research.

That was why IRPS searched through railway publications, maps and photos and observed the location. Based on sources which mentioned the first train operation in Indonesia, none mentioned Kemidjen. They only mentioned that the train served Semarang-Tangoeng line and stopped at severel stations and shelters on the line, i.e Samarang, Allas-Toewa, Broemboeng, and Tangoeng.

Regarding the name of Samarang instead of Semarang, the Dutch administration used Samarang in documents before 1880s. Karyadi said that, therfore, the first train station in Semarang was Samarang Station and located in a place which was called Tambaksari on the present day. Kemidjen was not recognized until 1909, after Samarang Station was built by Nederlandsch-Indische Spoorweg Maatschappij (NIS).

Kriswandono said that the finding showed IRPS’ concern about railway history in Indonesia. He also said that controversies caused by the finding were not big problems as long as the research was conducted correctly. He appreciated IRPS’ effort in finding the station.

Yogyakarta workshop, then Centraal Werkplaats, was built in 1914 by Nederlandsch-Indische Spoorweg Maatschappij. Its main duty was to overhaul locomotives, coaches and wagons. In 1942, Japanese administration took over railway companies and the workshop. Then Indonesian government took them over on September 28, 1945 and established a railway company named Djawatan Kereta Api Republik Indonesia. The date was commemorated as Railway Day. The workshop then changed its name to Balai Karya, but its main duty was still the same. In 1959 Balai Karya was changed to Balai Yasa Traksi and it only overhauled locomotives.

In general, the main duties of the workshop were as follows:1. To plan and execute locomotives maintenance and repairment.2. To guarantee the quality of its products.3. To repair broken locomotives and maintain ready-to-operate locomotives.4. To maintain work tools.5. To plan, execute, report and evaluate maintenance and repairment budget.6. To execute final locomotive technique design.7. To make efficient use of human and general resources.

The locomotives were repaired and maintained regularly. Diesel-electric locomotives underwent daily, monthly, bimonthly, trimonthly, six monthly and yearly maintenance check in locomotive depots. After travelling 325000 kilometers or every 2 years, the locomotives underwent semifinal check. After travelling 650000 kms or every 4 years, the locomotives underwent final check in the workshop. Diesel-hydraulic locomotives underwent daily, 500 hourly, 1000 hourly, 2000 hourly, 4000 hourly and 8000 hourly maintenance. After 12000 hours, the locomotives underwent semifinal check in the workshop. After 24000 hours, the locomotive underwent final check in the workshop.

Bambang said that in 2010 all diesel-hydraulic locomotives would be removed and replaced by diesel-electric locomotives of CC204 class. However, the workshop still maintained and repaired diesel multiple units. He also said that in 2009 the workshop would repair and maintain generator coaches and would assemble CC204 class locomotives.After the discussion, the team handed over souvenirs (IRPS t-shirts) to Bambang and Chief of Public Relations of Operation Region VI Eko Budiyanto and appointed them as honourable members of IRPS. The team then were granted permission to visit the workshop and the disused-locomotive yard.At 3 PM, the team visited BPTT. The team had a discussion with some staff members of BPTT, mostly about locomotive engineers, train conductors, requirements to be a locomotive engineer, etc.

The DMU departed from Manggarai Station at 8.50 AM. Its first destination was Gambir Station to pick up Chief of 1st/Jakarta Operational Area of Indonesian State Railway Judarso Widyono and his staff, Chief of Public Relations of 1st/Jakarta Operational Area of Indonesian State Railway Akhmad Sujadi and journalists.

The train left Gambir Station at 08:30 AM and arrived on platform 2 of Bogor Station at 09:18 AM. After a short check, the DMU departed Bogor. It ran for 40 km/h as per speed limit on the line. On the line between Bogor and Sukabumi were several stations and shelters on Bogor-Sukabumi line, i.e. Batutulis, Ciomas, Maseng, Cigombong, Cicurug, Parungkuda, Cibadak, Karangtengah, Pondok Leungsir and Cisaat. The passengers were given varied beautiful sceneries while the train was on Batutulis-Cigombong line, such as paddy fields, hills, rivers, and Salak Mountain in the distance. Unfortunately, on the Cigombong-Cicurug line, the view was not so spectacular for there were many illegal buildings on both sides of the rail tracks.

Sukabumi Station was still being renovated. Some parts of the station were being painted. 

Then the DMU departed Sukabumi Station at 12:45 AM to Bogor. Many people were attracted by the train when it passed them. At 2:45 PM It arrived in Bogor Station. It continued its journey to Manggarai and then to Gambir. The Si Bumi Geulis’ service on Bogor-Sukabumi line was inaugurated by Minister of Transportation on December 13, 2008 in Sukabumi.

At 13:00 hours, IRPS headed room of the Locomotive Supervisor, IRPS was represented by Artanto Rizky Cahyono (the Secretary of IRPS Jakarta) hand over souvenir the photograph of the CC200 15 locomotive and the appearance book of the IRPS organisation to Mr. Enteng Supriatna.

The IRPS members was guided and received the technical explanation by Mr. Enteng Supriatna concerning all the activity of the maintenance of the hydraulic locomotive.

In THB depot could be met by us the type locomotive BB306, BB304, BB300 and D301.

C300 Locomotives that already unused each one was C300 01, C300 04 and C300 20.

IRPS also met Wijayakusuma diesel unit (KRD) that also stopped over in Depot to undergo the maintenance of the cleanliness, a few moments later this diesel unit left the depot to return to Manggarai.

Struck 14:00 hours, IRPS said goodbye and thank you to all of the engineer, crew and the supervisor of Tanah Abang depot that was very enthusiastic with the IRPS visitor.

In the opportunity this time IRPS was represented by Artanto Rizky Cahyono (the secretary of IRPS Jakarta) hand over souvenir the photograph of the CC200 15 locomotive and the appearance book of the IRPS organisation to Mr Rosyid.

The IRPS was guided and received the technical explanation by Mr Sukri concerning all the activity of the Electric Multiple Units. Maintenance was begun with maintenance space of the cleanliness the Electric Multiple Units, the maintenance/the brake test, the TM maintenance (motor traction), the maintenance AC and the maintenance pantograph.

In gaps guided the IRPS, Mr Sukri could showing photographs during the Bukit Duri depot remained the big flood in February 2007 last year. The Bukit Duri depot served the maintenance the Holec type, the Rheostatic type, various the Electric Multiple Units types the grant from Japan and Indonesian Electric Multiple Units.

The maintenance of AC that served the route from Bogor, Bojong Gede and Depok has been shifted to the Depok depot. Not was felt by time shown struck 11:15, IRPS then please said goodbye from Bukit Duri depot the thorn hill and said thank you to Mr Sukri that guided the party IRPS during inside Depot.

IRPS member near ex Cikajang station

ex Cisurupan station

ex Bayongbong station

ex Cioyod station

ex Kamojang station

ex Cireungit station

ex Garut station

ex Wanaraja station

ex Pasir Jengkol station

the wood car near the ex Magelang station

While the team was on the way to Sleman, all eyes were focusing to the left side of the road, trying to locate remains of rail tracks. The team made a brief stop at a police station, which used to be a station.

ex Medari station

Soon after entering Sleman, the team diverted from the main road to Gunung Merapi Street. It used to be a railroad, considering the curve of the street which was typical of a railroad. After passing an underpass, the team stopped to inspect an Alkmaar mechanic home-signal. It still stood firmly. Not far from it was a former station which had become a military base. The team was allowed to take pictures of the station after requesting permission. There were remains of a signal control  at the north-east side of the building, functioning as a remembrance. It was originally located in the train dispatcher room.

ex Mertoyudan station

The team continued the journey to a bridge over the Bedog River. It was a through truss bridge. The team continued the journey to former Sleman shelter. On it was a pyramid-shape monument. Sleman Sembada was written on the monument. The team went into an a passageway then crossed a river through a former rail bridge. There was a yard and there were a station and a storehouse.

ex Tempel station

Former Tempel Station was not far from a market. The station had become a kindergarten, nevertheless there were the writing of  “Pemimpin Perdjalanan KA” (train dispatcher) on the wall, a storehouse, and a water tower. Remains of rails and switches near the storehouse were still visible. Krasak Bridge, which was over Krasak River, lost one of its spans due to lava flood. Therefore, trains from Yogyakarta were only able to reach Tempel Station and unable to continue to Magelang.

ex blabak station

In Magelang, Central Java, the first target to locate was former Tegalsari Station. It had become a food stall which sold soto (spicy soup). Then, the team went to a rail bridge over Pabelan River. It was a deck truss bridge. The local villagers used it to cross the river. The interesting fact of it was its trapezoid-shape structure. The shape made the bridge unique.

ex Tegalsari station

The tour continued to former Blabak Station. It had become a food stall and a place to sell cell phone credits, yet the station location was clearly visible. The station used to have three rail tracks. The emplacement had transformed into a market and a station for local shared-taxis.

from left: Zudi, Ito, Aryo, Aditya Dwi L, Fajar A, Leo K, Anton and Ersta

Former Mertoyudan Station was painted in blue for it used to be an office or storehouse for PDAM. Not far from the station, a home signal was clearly visible. The next station was the former Kebon Polo Station. On the station was a pale green CR car. The logo of Wahana Daya Pertiwi was still intact.

ex Magelang station

While on the way to Secang Station, at Payaman, the team saw a rail track that went through a house’s roof. According to Aditya, actually there was a station in Payaman, but the team were unable to locate it. At 5 p.m., as the rain started falling, the team arrived at former Secang Station. It had at least five tracks. It had become a base for Legiun Veteran Republik Indonesia. In front of it was a military base. The team met a local villager who told of the trains operations in the station in the past. He also said that the local villagers thought the team was conducting a survey to reopen the line. They were afraid to be removed from the site.

ex Secang station

At 6.15 p.m. the team arrived at former Temanggung Station. It had become a local government office. Finally the team arrived at former Parakan Station at 7 p.m. The station was used by property and advertisement subdivision of property section 6 Yogyakarta.

ex Temanggung station

ex Palbapang station

The tour started on Jlagran Lor Street, where there was a rail track which connected Yogyakarta Station and former Ngabean Station. The team stopped in at Pringgokusuman District to inspect remains of rail track in the middle of a kampong street. Then the team went down Letjen Suprapto Street to former Ngabean Station. At the north side of the station stood a mechanic home signal. The station itself was in good condition and used as an office by UPTD Parkir of Yogyakarta City Government.

At the south side of the station, there was a starting signal and a home signal. The track had been covered with dirt and buildings. At jokteng kulon (pojok beteng kulon/south-west corner of sultan’s palace fort) the railway line was slightly curved. Here was the location of a former branch line to Kotagede, of which the rail track had been disassembled during the Japanese occupation in World War II.

On the west side of Bantul Street, remains of a rail track could be seen. Actually, there used to be former Dongkelan shelter (spoorweghalte) in front of Bursa Agro Jogja, but no remains left. At kilometre 5.5 the line curved to Tirtonimolo Village in Kasihan Subdistrict. After walking for about 200 metres from a rail bridge at Winongo river, the team arrived at former Winongo Station which had become a house. The building was easy to identify due to its circle-shaped ventilators. There were also telegraph poles near the station, former branch line to Madukismo sugar factory, a Djawatan Kereta Api house, and scattered remains of rails. The emplacement had been transformed into a yard and paddy fields.

ex Winongo station

The team continued tracking down the track. It returned to the west side of Bantul Street. Before the Kasongan gate, there was a crossing with 600 mm gauge track used by lorries. The team continued to former Bantul Station. It was located at the south of Bantul market – in the middle of the city, on the east side of Bantul Street. It was also as easy to identify as former Winongo Station. It had become a food stall and a motorcycle repair shop. The emplacement had become a slow lane and the tracks had been covered with asphalt.

ex Bantul station

More or less 3 kilometres south of the former Bantul Station, there was former Palbapang Station. It had become a base for Legiun Veteran Republik Indonesia Bantul and a post for DLLAJR. The emplacement had become a bus station. There were also remains of a water pump, there might have been a water tower near the station, but no remains left.

ex Palbapang station

The team then returned to Yogyakarta. They stopped in at Padokan, behind Madukismo sugar factory, to inspect the branch line that connected the former Winongo Station and the sugar factory. The track had 1,067 mm gauge, not the 600 mm gauge. There were also a mechanic signal and a signal house.

ex pangandaran station

The team gathered in a hotel in Pangandaran on December 30. At 07.05 a.m. (GMT+7) they departed to Cijulang. They arrived at the former Cijulang Station 53 minutes later. The building was not in a good condition. Inside the building were tables and an iron safe deposit box  to hold money and papers. The local villagers stored timbers in the station. The station emplacement had become a volleyball field, whereas steel rails and sleepers were relatively intact. There was also a locomotive depot. The team talked to a local villager. She said the rails and the sleepers were relatively intact because the villagers prevented outsiders from taking them. The reason was the villagers would face the consequences if PT Kereta Api’s assets were missing. The team also found out that the three rail tracks on the station emplacement were directed to a big building near a football field. The team concluded the switches were located inside the big building.

IRPS members in ex pangandaran station
from left: Intrias, Pura, Asep, Nurcahyo, Krisnaharel and his wife, Hendra, M. Rizky

At 08.44 the team returned to Pangandaran while tracing the tracks. Between Cijulang-Kondang Jajar, the tracks were parallel to the road. The team also found a rail which had been cut by irresponsible person(s). On a former rail bridge in Cijaluhilir, rails and sleepers were still intact, whereas all rail spikes had already gone. The team continued walking to former Parigi Station. Only some doors and wall remained. There were also some rail parts, iron sleepers, and a switch. The sleepers were dated 1930.

The team arrived at former Cibenda Station at 09.32. The remains of the station were a lump of dirt and a single track, on which a goat cage stood. The rail was manufactured by Krupp and dated 1887. At 09.56 the team arrived at former railway bridge in Cikembulan. Similar to the railway bridge at Cijaluhilir, all rail spikes had already gone.

At former Pangandaran Station, the team saw cracks on the wall of the station, probably due to the previous earthquake(s). The emplacement and the railway lines had been transformed into cassava and banana fields. The building was used to store wooden boards. Signboards of train dispatcher and station master were still intact. Curiosity arose due to the use of 1972 perfected-writing-system instead of Soewandi’s writing system on the signboards .

Wilhelmina tunnel

At 12.22 the team arrived at a former small rail bridge in Ciputrapinggan. Only the frame of the bridge remained. Rails and sleepers on the bridge had vanished. 15 minutes later the team arrived at big rail bridge in Ciputrapinggan which was near the coast. The railroad to the bridge had been converted into a small river and fish ponds.

The team arrived at a tunnel — the longest in Indonesia (being 1,216 meters) — named by local villagers as Terowongan Sumber, yet the Dutch named it Queen Wilhelmina tunnel. There were no trace of rails, sleepers, Sumber Station, etc. Actually, there was a station named Sumber Station by the local villagers and two rail tracks. There was a water stagnation due to the leaks on the wall of the tunnel.

The Bengkok tunnel (the then Juliana tunnel) was about 300 meters from the previous tunnel. It was named Bengkok for it was not a straight tunnel, but a curved one. It was a 10-minute walk from Sumber tunnel to this tunnel. The team discussed the possibility of the railway line between Sumber and Bengkok was built on a high ground. This was due to the steep slopes on both sides of the line.

ex kalipucang station

The team continued the journey to Cikacepit railway bridge. Before reaching the destination, they stopped at a food kiosk. The bridge could be seen from distance. At the same location, one could see the Citanduy River, Cimeneng River, Cibeureum river, Cikonde River, and some factories. After passing the 100-meters-long Warungbungur/Cikacepit tunnel (the then Prins Hendrik tunnel), the team finally arrived as Cikacepit bridge — a 1,250-meters-long and 1.7-meters-wide railway bridge. It was 100 meters above the ground and no guardrails for people who walked on the bridge.

The team continued the tour to former Kalipucang Station. The station was bigger than former Pangandaran Station. Unfortunately some parts of the building had fallen down, especially the roof due to aging wooden vertical supports. In 2000 there was a CR passenger car, now all that remained of it was a broken door. A man came to greet the team. His name was Dulbasir. He was born in Kebumen and a former employee of Perusahaan Jawatan Kereta Api. He worked at the railroad and bridge section between Banjar and Cijulang. He said there were many trains, up to five trainsets, passed Banjar-Cijulang. Diesel-hydraulic locomotives used to serve on the line. Unfortunately he forgot the class of the locomotives. The team guessed the locomotives were of the class D300 and BB300.

The team left the Kalipucang Station at 05.11 p.m. At this point, the team split into two. Asep, Pura, and Intrias went to former Banjarsari Station, whereas the others went directly to Banjar Station. All rails and sleepers had been taken by Perusahaan Umum Kereta Api around the year 2000. Actually there was a plan to reopen the Banjar-Pangandaran-Cijulang line. Unfortunately, the 1997 (1998?) monetary crisis struck Indonesia when the project reached Banjarsari. Therefore, the project was abandoned.

ex banjarsari station

All members of the team gathered in Banjar Station at 7.50 p.m. They returned to Bandung, except Intrias who went to Majenang. The team arrived back in Bandung at 01.00 a.m. the next day.

the participants

 There were 13 participants, i.e. Bagas W, Fajar A, Laksana G, Baroqah Anton, Ersta YK, Ugiek Rahmad, Yudha W, and Hary; Bagus, Pura, Asep,and Aryo (of Bandung branch); and Deddy H (of Semarang Branch).

The participants posed in front of a pool in the workshop:

(Front, left to right) Bagus, Gema, Aryo, Yudha, Fajar, and Ersta

(Back, left to right) Deddy, Asep, Pura, Anton, Jumadi, Ugiek, Bagas, and Hary.

Chief of Yogyakarta workshop Albert Tarra, Jumadi, Chief of Public Relations PT Kereta Api Daop (Operation Region) VI Mochtadi greeted the participants. Then they discussed several things for about two hours. At about 11:00 AM the participants, guided by Jumadi, visited the workshop. They saw maintenance processes of locomotives. The participants then went to a yard where many disused locomotives stood.

Inspecting the locomotive yard with Jumadi

BB305 04 locomotive

BB301 01 locomotive 

Ario, Pura and Bagus Widyanto sees the old CR car at Semarang Poncol

Kaligung Bisnis trains set (Semarang Poncol – Tegal)

ex-SCS (Semarang-Chirebon Stroomtram maatschppij, a private company of Dutch East Indies Railway) building at Tegal city

from left: Bagus Widyanto, Pura, Asep, Muhammad Rizky TH and Ario

D301 28 locomotive at Cirebon station with original cream and green livery, which was the livery of Djawatan Kereta Api (DKA)

IRPS members and CC200 15 locomotive at Cirebon locomotive depot

rom left: Intrias Herlistiarto, Asep Suherman, Ario Wibisono, Muhammad Rizky TH, Nugroho Wahyu Utomo, Bagus Widyanto and Rudy Linggadiharja.

These former Jakarta suburban trains (aka: KRL) were last used as local train in Bandung.

Remains of Cibangkong Halt, which is now used as restaurant

Inspecting the remains of former JSS freight car

The remains of EMU trainset inside Kiara Condong Works

The Interior of the EMU train

Inside the Signaling Workshops
From left: Intrias Herlistiarto, Bagus Widyanto, Asep Suherman, Kelik Virgiantoro, Tomi, Bimo, Aswin Simatupang, M. Yanuarika and Ario