On Wednesday, 30th September 2009, West Sumatra was rattled by a 7.6-magnitude earthquake. The quake left hundreds of people have been confirmed dead and thousands wounded. It is feared that the death toll could raise to thousands for many people are still trapped in collapsed buildings. Railway infrastructures are among the victims of the quake. According to Djoko Margono (Director of Human Resource and General Division of PT Kereta Api), all railway company’s employees are safe and alive, but many employees’ houses, railway offices and workshops were destructed by the quake.

The fund raising began on October 3—three days after a 7.6 magnitude earthquake rattled West Sumatra—and ended on November 3.

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.

On 13th-20th September 2009 the team built a network with the main stakeholders and identified issues on historical railway stations revitalisation, of which numbers were up to 900 stations. Discussions about them were hold at least twice in Jakarta Kota Station on 14th September and Semarang Tawang Station on 16th September.

IRPS were asked to participate in the discussions as an information source. In a discussion in Jakarta which was moderated by Bambang Eryudhawan of Badan Pelestarian Pusaka Indonesia (BPPI/Indonesian Heritage Trust), IRPS Chairman Aditya DL presented a paper titled “Revitalising and Conserving Indonesian Railway Station”. Other discussion participants were Junus Satrio Atmodjo, Tourism and Culture Ministry’s head of cultural research and development; Paul Peters of the Dutch Embassy, Pingki Pangestu of Real Estat Indonesia (Indonesian Real Estate Developers Association), Asep Kambali of Komunitas Historia (Historia Community), a representative of Pusat Dokumentasi Arsitektur (Indonesian Center for Architecture Documentation) and several persons from BPPI.

In Semarang, IRPS’ Tjahjono Rahardjo presented a paper titled “Semarang, Where the Journey Started” in a limited and informal discussion. IRPS was the only participant to present its paper. Other participants were a team of Dutch (including Gerard de Graaf of Stichting Backer-Du Croo), A Kriswandhono (architect and archaeologist currently dealing with Lawang Sewu conservation) and Widya Wijayanti (architect).

In both discussions, IRPS stated the main function of a station was a place where passengers boarded or disembarked trains and switched to other means of transportation. On the other hand, a station should have a positive impact on a city’s development. Therefore, there were different treatments to active and inactive railway stations because of their different characters. Homme Heringa added a station was also a city’s gate. An active railway station’s ability to do its functions was a benchmark of its existence. IRPS saw a potential conflict between revitalisation and conservation. If one talked about conservation,  one should consider railway technology and city development, which of course was different compared to times when a station was built. In Semarang Tawang Station case, environmental damage (flood) was also needed to considered. In Netherland, many railway station buildings were replaced by new ones or moved because they could not accomodate present demand. Therefore, one could not talk about conservation at all cost.

In both discussions, IRPS’ Deddy Herlambang was actively participated although he acted as a personnel of PT Kereta Api’s Center for Historical Asset Preservation.

Slamet Haryadi of IRPS accompanied the event committee in field survey on 9th August, whereas Agra Wisesa Hermantoro, Aswin Simatupang and Leo Krisanto gave their hands on the D-Day.

At least 40 people on motorbikes started the tour from Strada Duren Sawit elementary school in East Jakarta at 8 AM. While on the road, the participants handed over donations to guards of level crossings. The IRPS team also introduced duties and responsibilities of the guards, helped the donation distribution and framed the activities. While the participants interacted with the guards, the guards reminded them that barriers provided on level crossings were intended to secure speeding trains from colliding with other vehicles.

The tour ended in Mardi Waluya elementary school in Cibinong, West Java, at 2 PM. The IRPS team were given the opportunity to introduce the organisation. The head of the committee, Ignatius Wibowo, handed over a souvenir to IRPS, whereas IRPS handed over a photo of ESS3201 electric locomotive (by courtesy of Artanto Rizky C) and Lokomotif magazine, which was entrusted to IRPS by Yos, a staff member of PT KA Operation Region I Jakarta.

The roadshows had been held in six major railway stations in Java:
July 10-12: Gambir, Jakarta
July 17-19: Cirebon
July 24-26: Semarang Tawang
July 31-August 2: Surabaya Gubeng
August 7-9: Yogyakarta
August 14-16: Bandung

Several events in the roadshows:
1. Photo Exhibit    
- Trains Art Scenic    
- Heritage and Tourism    
- Product, Infrastructure and Technology Development    
- Trains and Human Beings
2. Documentary Films Show  
 - Retro Films    
- Railway Trips Exploration   
- New Products
3. Reading Corner   
- Books on Introduction and Illustrations of Trains Elements    
- Books on Rail Transport History and Heritage   
- Other Media (magazines etc)
4. Trains Love Campaign
5. Railway Tour Promotion
6. Rail Transport History Education 

Young Bikers Heritage Trail is a bicycle race of which participants were high school students. on August 9, During the race, the participants had to stop at some posts. Each post was a historical object in Yogyakarta, and one of the posts was former Ngabean Station.

Members of Yogyakarta branch of IRPS, i.e. Fajar, Gema, Habibie, Leo and Yuda, explained about the building of former Ngabean Station and its history. Most of the participants previously did not know that the present-day Ngabean bus station used to be a railway station.

The team also had a conversation with people from tourism agency and education agency. When talking about the history of railway in Yogyakarta, the people from both agencies were informed that the standard-gauge (1,435 mm) steam locomotive monument in STM Jetis (a vocational school) was a rare species of its kind. Therefore, they said that the locomotive would be kept intact.

For further information about Young Bikers Heritage Trail, please visit http://www.mediaindonesia.com/read/2009/08/08/89541/89/14/100-Klub-Sepeda-Pelajar-Keliling-Yogyakarta/

He grew up in Tambak Boyo, Ambarawa, in a family of which members did not work for railway company. “My father was a soldier, and he never let me to become one,” he said. When he was a schoolboy, he played on both sides of Ambarawa-Tuntang railway tracks near his house, where his love of trains grew. When he studied at Sekolah Teknik Negeri 1 and sekolah teknik menengah (both were vocational schools), he had the opportunity to taste the work atmosphere in Ambarawa Locomotive depot in 1973. “At that time, there were many big steamers, such as CC50, and the Ambarawa-Tuntang-Kedungjati railway line was still active,” he said.

After graduating from the vocational school, he applied for a job in Perusahaan Jawatan Kereta Api in 1975. At first, he was given the responsibility to drive diesel-hydraulic shunters, i.e D300 and D301, on the line between Semarang Locomotive Depot, Semarang Poncol Station, and Semarang Tawang Station. After getting through processes in the railway company, he was permitted to operate bigger locomotives, such as BB300, BB200, BB301, BB304, BB203 and CC201, and diesel multiple units. “I could drive CC200 and BB201, but I don’t have the license,” he said. His duty was to control locomotives which hauled medium-to-long distance passenger cars and wagons. Suprapto, a former member of public relations division of PT Kereta Api, once said that Pujiono was a smart engineer of Semarang Poncol Locomotive Depot, therefore he was sent to Ambarawa to study and maintain steam locomotives.

In 1995, he was transferred to Ambarawa. Therefore, he never had the opportunity to drive the then newest class of diesel-electric locomotives in Indonesia, CC203. He maintained B25 02 and B25 03 in the locomotive depot. Then in 1997 a new kid from Regional Division II of West Sumatra, E10 60, arrived at Ambarawa. The steamer was broken and in a bad shape. “I remember the locomotive had to be transported by a container truck. The truck’s tyres burst all the way,” Sudono, former head of Ambarawa Train Museum, said in 2006. Pujiono and his team in Ambarawa Locomotive Depot repaired the locomotive so that it could be reactivated. In 2008, the locomotive returned home to West Sumatra.

 In 2004, a C12 18 from Cepu, Central Java, was sent to Ambarawa. It was also broken. But, Pujiono and his team could revive it. The locomotive with high smokestack now hauled tourist cars on level surface. Approaching his retirement day, Pujiono was still active maintaining B25 02, B25 03, and C12 18. He also guided young engineers. He deserved for a decoration to honor his loyalty and dedication

 It had been 24 years since the last train sped majestically on the line. The line, which was a branch line of Bandung-Yogyakarta main line, was an outstanding work of engineering.

 There were four tunnels along the line, being the shortest was 128 metre and the longest was 1,208 meter (Wilhelmina tunnel, also the longest railway bridge in Indonesia), and two long, high steel bridges. One of the bridges, Ciputrapingan, was located next to a beach of Indian Ocean.

The event was an extraordinary one. The team had to go through the forest, hills, paddy fields, farms and beaches when tracing the line. It was very tiresome, but all were relieved by the beautiful scenery along the line. The team also enjoyed the scenery of Batukaras beach, where one could surf and swim or just roast some fresh fish, and Cukang Taneuh, which was also known as Grand Canyon.

The day of the inauguration (April 28) of Tanjung Priuk Station had come. The IRPS team made a final check on the ESS 3201 on platform 6 of Tanjung Priuk Station and the public mini showing. The President of the Republic of Indonesia (Susilo Bambang Yudoyono) arrived at the station at about 11:00 PM.

He entered the main hall and walked to a room which used to be a restaurant in the colonial times. The President had lunch in the room and watched a film about the history and rehabilitation process of the station. Then he walked to a room next to platform 6 to inaugurate ‘Rumah Pintar’ Library. The President then walked to platform 6 where photos of ESS 3201 and its restoration by IRPS and PT KA were displayed.

Director General of Rail Transportation Tundjung Irawan explained updated information about its preservation to the President. Then the President watched the departure process of an EMU to Bekasi. After that he boarded Djoko Kendil coach of a special trainset. The train then departed the station to Pasar Senen Station, which marked the end of the inauguration process.

 At 2 PM IRPS team, i.e Untung R, Deddy Herlambang, Indra Krishnamurti, Ario Wibisono, Totok Purwo, Nurcahyo and Pura Krisnamurti, met Agus Rahardjo (Vice President/VP Building) dan Kusdaryanto (Vice President/VP Non-building). Aditya DL, as Chairman of IRPS, introduced IRPS’ organization, visions and missions, and resources that got a positive response from both VPs. Both VPs asked for full assistance from IRPS because they were still learning about preservation and heritage. The team also presented in detail about objects to be preserved and handed over books and photos—collected by IRPS members—about the objects to the VPs. The VPs were impressed by the presentation. The books and photos would be used as temporary guides in a preservation project in PT KA.

At 3.15 PM the team met Main Director of PT KA, Jonan and Director of General Expansion of PT KA, Joko Margono. Joko proposed a website about objects to be preserved and asked for schedules for next meetings. On the next meeting, both parties had to agree about definition and focuses on the preservation project so that there would be no miscommunication and misinterpretation in the future. As proposed by IRPS, the preservation objecs were categorized into five groups, i.e buildings, inactive railway lines, rolling stocks, railway equipments (such as signals, telecommunication systems, switches and water cranes) and documented knowledge and experiences. As a follow up, PT KA would select several buildings to be railway museums. The team also presented about the discovery of NIS’ Samarang Station—which would change the beginning of railway history in Indonesia; the discovery of a steam locomotive numbered C29 02 in Perhutani Cepu, Central Java; the tracking of inactive Banjar-Cijulang line, and the survey ad inventory of railway equipments on inactive lines. The discussion ended at 4:45 PM.

The team then continued the discussion in Bandung Station. Totok Purwo said that the next preservation proposal should be more detailed. The details included what object needed to be preserved, where the objects were, why the objects needed to be preserved, when the objects would be preserved, who would do the preservation projects, how the objects preserved and how much the estimated cost of the preservation was. The data then would be used to create a financial work plan for 2009. Therefore, IRPS should create 3 teams, i.e building preservation team, non-building preservation team and website team.

It should be emphasized that PT KA did not offer or promise to give payment or salary for the work done by IRPS. It was a voluntary project. IRPS had sent some proposals to PT KA so that PT KA would concern about preserving their assets. PT KA had started to fulfill their promises by establishing Indonesian Railway Preservation and Heritage Center. Now IRPS had to show its commitmens.

 The participants were Nugroho Wahyu Utomo, Tjahjono Rahardjo, Herman Dirgantara, Budi Tuntang, Dedi Kurniawan, Bambang Sumantri, Wahid N, Deni, Abid, Dr Djalidin, Wisnu, Mega and Yos. Several reporters from TVKU, TV Borobudur, Sindo, Antara, Suara Merdeka and Radar Semarang also covered the event.

The team started cleaning BB200 29 at 11:00 AM. Juremi (a member of crew of the locomotive depot) and Darmadi (Chief of Semarang poncol Depot) also gave their hands. An hour later the team finished cleaning up the locomotive. Darmadi thanked the team for their help in maintaining the locomotive.

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.

There were at least 27 IRPS members who participated in the event. Actually CC200 15 had been cleaned a day before due to a visit from Commercial Director of Indonesian State Railway company (PT Kereta Api/PT KA) Sulistyo W. Therefore, the team only wiped remaining dust and oil on the body. Chief of Operation Region III of PT KA Purnomo Radiq appreciated what the team had done. The team also handed over a photo of Djoko Kendil special trainset (by courtesy of Ian Antono of Eastern Exploitation Area) to staff of the locomotive depot.

The purpose of this event was to show our concern to the “founding father” of IRPS. Although it was only a small event, it gave great meaning because the employees of PT KA who cared about CC200 15 as a historical railway asset needed our support by any means.

The event started at 9 AM, led by Hanafi. Head of Public Relations of Operation Region I Akhmad Sujadi also accompanied the group. Along the Jakarta Kota-Kampung Bandan Atas line was an unpleasant sight: many people illegally built semipermanent building on the tracks. The group collected data about the condition of remaining catenary poles on the line. Many catenary poles on Kampung Bandan Atas-Jakarta Kota line had been missing, whereas only few had been missing on Jakarta Kota-Kampung Bandan Atas line. However, the remaining catenary poles were in quite good condition although corrosion on them should be checked. The catenary poles had been there since the Dutch administration era. The overhead wires were not in good condition to be used, even much overhead wires on the Kampung Bandan Atas-Jakarta Kota line had also been missing. The tracks, of R42 type, were also in bad condition. There was a bending segment of the tracks due to fire. The remaining rail ties were in good condition. A heavy rain the night before caused the tracks on Jakarta Kota-Kampung Bandan Atas near Jakarta Kota coach depot to be flooded. Even the tracks in the depot were also flooded. Some members of the group continued the journey by renting two speeders, whereas the others continued walking.At 10 AM, the group arrived at Kampung Bandan Atas Station. The trackbed on the Jakarta Kota-Kampung Bandan Atas line had been heightened for about 1 meter, whereas the trackbed on the kampung Bandan Atas-Jakarta Kota line had not been heightened. Two bridges over Kampung Bandan Bawah Station had also been heightened. The Kampung Bandan Atas Station was in poor condition. It was dirty and many people illegaly live in it. On the corroded bridge near the station, rail ties left by the Dutch administration still could be seen. The rail ties needed to be replaced by new ones.

The trackbed near WTC Mangga Dua, on which the tracks were previously cut, had also been heightened though still unfinished. The tracks between the bridge near Kampung Bandan Atas Station and the bridge over Gunung Sahari Street had not been connected. The two bridges over the street were in good condition and were being repainted. Several catenary poles had been replaced by concrete ones. No overhead wires had been installed around Kampung Bandan Atas Station.

Between the bridges an Ancol Station, on both sides of the tracks, were illegal semipermanent building. There were also food kiosks and motorcycle and car parking areas on the tracks. Most overhead wires and metal catenary poles—left by the Dutch administration—were in good condition therefore they needed not be replaced by new ones. The tracks reconstruction on Jakarta Kota-Ancol line had been finished, whereas the tracks of the opposite direction had not been reconstructed.The Ancol Station was physically in good condition, but it needed to be repainted. There was an empty disused Dutch-style overhead wires box. There were also ilegal semipermanent buildings under a toll flyover over the tracks near the station. The group found out that plants were grown on both sides of trackbeds around BMW park. The purpose was people would not build illegal semipermanent building on them.

When entering Tanjung Priuk Station, the team was greeted by another group of illegal semipermanent buildings. The station itself was being renovated. The renovation included a signal box, walls, doors, roofs and floors. The walls were painted white combined by gray with a red stripe at the bottom. A cafeteria and ticket booths had been completely renovated. But, of the eight lines in the station, only three lines were fully functioned. IRPS also handed over leaflets about the history of the station to the event participants. Enthusiastically, several Indonesian State Railway ompany (PT Kereta Api/PT KA) employees photocopied the leaflets.

Akhmad Sujadi, who supported the event and was ready to support IRPS programmes in preserving historical assets in the station, hoped that data and documents gathered in the event would be handed over to Indonesian State Railway ompany (PT Kereta Api/PT KA) Operation Region I and Director General of Indonesian Railway as soon as possible. Nurcahyo, of IRPS, presented worth-preserved historical assets, i.e. the overhead wires box in Ancol Station, the semaphore signal gantry in Tanjung Priuk Station and ESS 3201. They were worth preserved because they were special marks of the past and would be combined by the placement of ESS 3201 in the station. He also said that the semaphore signals preservation was not obstructing the signal electrification plan. Akhmad assured that the box in Ancol Station would be kept intact. He suggested IRPS to send a letter about semaphore signals preservation plan to Director General of Indonesian Railway. He also said that Operation Region I supported the placement of ESS 3201 in Tanjung Priuk Station because the station was planned as a tourist object in the future, and ESS 3201 was also hoped to attract visitors.

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.