Nederlands-Indische Spoorweg Maatschappij
Section
|
Opened
|
Gauge
|
Semerang - Tanggunu
|
1867
|
Standard
|
Tanggung - Kedungjati
- Surakarta - Yogyakarta
|
1873
|
Standard
|
Kedungjati - Willem 1 (Ambarawa)
|
1873
|
Standard
|
Yogyakarta - Magelang - Setjang - Parakan
|
|
Cape
|
Ambarawa - Setjang
|
1902
|
Cape
|
Semarang - Gambringan - Cepu - Soerabaja
|
1912
|
Cape
|
|
|
|
|
|
|
|
Above: NIS 0-4-2 on bridge.
Below: The origin of this locomotive, supposedly outside the NIS HQ,
is uncertain. NIS 4 was a standard gauge 0-4-2T, the 3 0-4-0Ts having numbers
7, 8 & 9. SCS 4 was an 0-4-0T ex-JSM 4 but was 3'
6" gauge. When sold to the SJS it became their 94. I have been told that this
building is actually the Bataafsche Petroleum Maatschappij building in Balikpapan and this locomotive
belongs to them, so therefore has nothing to do with NIS. I will leave the
picture here for now as I would like more information on this locomotive, which
could have been built by Ducroo and Brauns or similar company.
The story behind this picture is that the loco on the left is NIS 1
from Borsig in 1864. The other loco appears to be an
NIS 0-4-2, first built 1869. The location is not stated but suggested by some
as Kediri or Pare which were nowhere near the standard gauge network. The 0-4-2T
locomotives (2 from Borsig and 4 from Beyer Peacock)
were for working the line from Kedingjati to Ambarawa which was at a gradient of 2.8%, about 1:36.
The Dutch East Indies Railway Company, NIS or sometimes NISM, is a
railway in the former Dutch East Indies.
The company was founded on August 27, 1863, because they had
obtained a concession from the Governor General of the Dutch East Indies on
August 28, 1862 for the route Semarang-Yogyakarta.
History
From about 1830, the town of Semarang began to play a greater role in exports.
This was partly due to the introduction of the Cultivation System, partly
through the end of the Java War. So there were products from the residence along
the north coast of Central Java that were in Dutch hands for so long, but also
from the newly created residences in the south of Central Java. Also, there
were products from the Principalities where many (Indo-) European land tenants
had settled. The improved position of Semarang was exacerbated by the
construction of the first railway line.
The striking Headquarters building, nicknamed "the house with
1000 doors" (Lawang Sewu), dates from 1902 and was located in Semarang. This
building was restored in 2009. In the Netherlands they also had an office in
The Hague (now the South African Embassy).
On 7 June 1864, Governor General Baron Sloet
van den Beele initiated the first railway line
in Indonesia in Kemijen village, Semarang,
Central Java. It was built to Standard Gauge ( 4' 8½", 1435mm) and
opened on 10 August 1867 in Central Java from Semarang station south-east to Tanggung, a distance of 25 kms. By
21 May 1873, the line had been extended via Kedungjati
and Gundih to Solo (Surakarta) in Central
Java and thence to Yogyakarta, a distance of 205kms. The Kedungjati branch to Willem I opened the same year. In the
1890s the NIS also started to build 3' 6" gauge tramways between Semerang and Surabaya and eventually these were all
connected together to provide a northern through route between those two cities
by 1912. This line followed the route Semarang - Gambringan
- Tjepu - Bojonegoro - Babat - Soerabaya. A fleet of
4-6-0 locomotives was obtained to run fast services on this line, these being 10 from Beyer Peacock in 1912 (became PJKA C51 class)
and 20 from Werkspoor, Henschel
and Beyer Peacock between 1918 and 1922 (allocated PNKA class C52 but none were
returned after WWII). These were for use on the Semerang
- Surabaya services. In 1913 the NIS took over the 3' 6" gauge 56 kms line from Batavia (Jakarta) to Buitenzorg
(Bogor), which had been opened in 1873 by the Batavia-Buitenzorg
Spoorweg Maatschappij (BBzSM). This remained isolated from the rest of the NIS
system, being connected to the SS at either end. When the SS had opened its
lines from Bogor to Yogyakarta and Surakarta to Surabaya the passengers had to
change to NIS trains between Yogyakarta and Surakarta until 1899 when a third
rail was laid to allow through running by SS trains. Meanwhile, on the northern
route between Batavia and Surabaya was being opened up by the SS, SCS and NIS
to permit through running. The SCS had built tramways between Cirebon and
Semarang and these were all joined up and upgraded for heavier and faster
trains by about 1912. The NIS was building its own 3' 6" gauge lines in
central Java as was the SJS The NIS were also adding a third rail to more parts
of its standard gauge system to permit through running and freight interchange.
This rendered the standard gauge virtually obsolete and many locomotives were
placed into store in 1929. By 1940 what was left was rusting away at Lempuangan, Yogyakarta.
This situation then remained unchanged until the Japanese invasion
in 1942 followed by the uprising after WWII and virtual civil war. The Japanese
had converted the mixed gauge lines to 3'
6" gauge, and renumbered the locomotive stock into a single series. They
then shipped many locomotives to Malaya and used others to build new lines.
After all the hostilities were over a new Indonesian administration was formed
and the Japanese numbering system was adopted but modified by the addition of
missing zeroes, ie C52.1 would have become C5201 had
it not been scrapped in Singapore in 1947.
Above: RSR (Thailand) 756. ex C52.17 and NIS 397 stored at Makkasan,
Bangkok. It is now reported preserved at
the Army Engineering Museum,
Ratchaburi,
Thailand
Reports elsewhere that the Japanese had shipped all the standard
gauge locomotives and rolling stock off to Manchuria where it all subsequently
vanished without trace would appear to be in error as most of it had been out
of use for many years. All the Japanese took was the unused third rail.
Supervision of the construction of railways was largely in the
hands of Dutch experts, while the construction was carried out by the local
population.
They transported both passengers and goods. In 1928, they carried 13.8 million
passengers.
The first workshop was established in Semarang and was moved around 1915 to
Yogyakarta. A small workshop was in Cepu, presumable
to cater for the numerous 3' 6" locomotives in that area..
Above: A 1922 map of Semarang showing the tram lines and main lines
as realigned in the previous decade to permit through running from the SCS
system to the NIS dual gauge lines and on to the NIS cape gauge lines to
Surabaya via Cepu.
C Another 1922 map
showing the new line from Gambringan to the NIS
station at Tawang and on to the SCS line to Cirebon,
providing the final through conection to Soerabaja. Although shown as two separate lines it is
possible that it was actually dual gauge between Mrangen
and Semarang. A photograph from this section would clarify this. Google maps shows the lines still extant and in use with the
two tracks joining at Stasiun Brumbung, Mranggen, abut 12 kms SE of Tawang.
Above: Map showing the new line between Semarang and Kradenan via Gambringan.
Below: Map showing NIS lines between Bodjonegoro
and Soerabaja.
Locomotive data
Manufacturer
|
Works #
|
Year
|
Type
|
Gauge
|
Cylinders
|
D.W. Dia
|
Owner
|
NIS #
|
PNKA
|
|
Borsig
|
1595
|
1864
|
0-4-2T
|
Standard
|
|
|
NIS
|
1
|
|
Operational from 22nd
June 1865 for construction trains.
|
Borsig
|
1596
|
1864
|
0-4-2T
|
Standard
|
|
|
NIS
|
2
|
|
Operational from 22nd
June 1865 for construction trains.
|
Beyer Peacock
|
700
|
1866
|
0-4-2T
|
Standard
|
|
|
NIS
|
3
|
|
Named “JP de Bordes”
|
Beyer Peacock
|
701
|
1866
|
0-4-2T
|
Standard
|
|
|
NIS
|
4
|
|
Named "Merapi"
|
Beyer Peacock
|
702
|
1866
|
0-4-2T
|
Standard
|
|
|
NIS
|
5
|
|
Named "Merbaboe"
|
Beyer Peacock
|
703
|
1866
|
0-4-2T
|
Standard
|
|
|
NIS
|
6
|
|
Named "Lawoe"
|
Hunslet
|
10
|
1866
|
0-4-0ST
|
Standard
|
|
|
NIS
|
7(1)
|
|
S.C.Kreeft & Co. for
Java (Hunslet works list). Sold 1874 (1877 keretapi)
|
Borsig
|
3791
|
1881
|
0-6-0T
|
Standard
|
|
|
NIS
|
7(2)
|
|
|
Franco Belge
|
103
|
1866
|
0-4-0T
|
Standard
|
310 x 300
|
1200 |
NIS
|
8
|
|
Rebuilt 1884.
Scrapped 1904. keretapi.com quotes Evrard as builder. Charles Evrard
created Franco Belge in 1862.
|
English?
|
?
|
1869
|
0-4-0T
|
Standard
|
|
|
NIS
|
9
|
|
Sold 1877 (keretapi states introduced 1869 from England, written
off 1874, mixed up with 7 perhaps)
|
Beyer Peacock
|
825
|
1869
|
0-4-2
|
Standard
|
|
|
NIS
|
10
|
|
|
Beyer Peacock
|
826
|
1869
|
0-4-2
|
Standard
|
|
|
NIS
|
11
|
|
|
Beyer Peacock
|
827
|
1869
|
0-4-2
|
Standard
|
|
|
NIS
|
12
|
|
|
Borsig
|
2402
|
1869
|
0-6-0T
|
Standard
|
|
|
NIS
|
13
|
|
|
Borsig
|
2403
|
1869
|
0-6-0T
|
Standard
|
|
|
NIS
|
14
|
|
|
Beyer Peacock
|
926
|
1869
|
0-4-2
|
Standard
|
|
|
NIS
|
15
|
|
|
Beyer Peacock
|
927
|
1869
|
0-4-2
|
Standard
|
|
|
NIS
|
16
|
|
|
Beyer Peacock
|
1145
|
1872
|
0-4-2
|
Standard
|
|
|
NIS
|
17
|
|
|
Beyer Peacock
|
1146
|
1872
|
0-4-2
|
Standard
|
|
|
NIS
|
18
|
|
|
Beyer Peacock
|
1147
|
1872
|
0-4-2
|
Standard
|
|
|
NIS
|
19
|
|
|
Beyer Peacock
|
1509
|
1875
|
0-4-2
|
Standard
|
|
|
NIS
|
20
|
|
|
Beyer Peacock
|
1510
|
1875
|
0-4-2
|
Standard
|
|
|
NIS
|
21
|
|
|
Beyer Peacock
|
1852
|
1880
|
0-4-2
|
Standard
|
|
|
NIS
|
22
|
|
|
Beyer Peacock
|
1853
|
1880
|
0-4-2
|
Standard
|
|
|
NIS
|
23
|
|
|
Beyer Peacock
|
2397
|
1883
|
0-4-2
|
Standard
|
|
|
NIS
|
24
|
|
Remains at Lempuyangan in early 1970s.
|
Beyer Peacock
|
2398
|
1883
|
0-4-2
|
Standard
|
|
|
NIS
|
25
|
|
Remains at Lempuyangan in early 1970s.
|
Beyer Peacock
|
2573
|
1885
|
0-6-0
|
Standard
|
|
|
NIS
|
26
|
|
|
Beyer Peacock
|
2574
|
1885
|
0-6-0
|
Standard
|
|
|
NIS
|
27
|
|
Remains at Lempuyangan in early 1970s.
|
Beyer Peacock
|
3537
|
1893
|
0-4-2
|
Standard
|
|
|
NIS
|
28
|
|
|
Beyer Peacock
|
3538
|
1893
|
0-4-2
|
Standard
|
|
|
NIS
|
29
|
|
Remains at Lempuyangan in early 1970s.
|
Beyer Peacock
|
3938
|
1898
|
0-4-2
|
Standard
|
|
|
NIS
|
30
|
|
|
Beyer Peacock
|
3939
|
1898
|
0-4-2
|
Standard
|
|
|
NIS
|
31
|
|
|
Beyer Peacock
|
4297
|
1901
|
0-4-2
|
Standard
|
|
|
NIS
|
32
|
|
|
Beyer Peacock
|
4298
|
1901
|
0-4-2
|
Standard
|
|
|
NIS
|
33
|
|
Remains at Lempuyangan in early 1970s.
|
|
|
|
|
|
|
|
|
|
|
|
Werkspoor
|
66
|
1903
|
2-6-2T
|
Standard
|
|
|
NIS
|
51
|
|
Put in reserve 1929
|
Werkspoor
|
67
|
1903
|
2-6-2T
|
Standard
|
|
|
NIS
|
52
|
|
Put in reserve 1929
|
Werkspoor
|
68
|
1903
|
2-6-2T
|
Standard
|
|
|
NIS
|
53
|
|
Put in reserve 1929
|
Werkspoor
|
133
|
1905
|
2-6-2T
|
Standard
|
|
|
NIS
|
54
|
|
Put in reserve 1929
|
Werkspoor
|
134
|
1905
|
2-6-2T
|
Standard
|
|
|
NIS
|
55
|
|
Put in reserve 1929
|
Werkspoor
|
135
|
1905
|
2-6-2T
|
Standard
|
|
|
NIS
|
56
|
|
Put in reserve 1929
|
Werkspoor
|
136
|
1905
|
2-6-2T
|
Standard
|
|
|
NIS
|
57
|
|
Put in reserve 1929
|
|
|
|
|
|
|
|
|
|
|
|
Hartmann
|
3538
|
1912
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
61
|
|
|
Hartmann
|
3539
|
1912
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
62
|
|
|
Hartmann
|
3540
|
1912
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
63
|
|
|
Hartmann
|
3541
|
1912
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
64
|
|
|
Hartmann
|
4532
|
1922
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
65
|
|
|
Hartmann
|
4533
|
1922
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
66
|
|
|
Hartmann
|
4534
|
1922
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
67
|
|
|
Hartmann
|
4535
|
1922
|
2-8-0
|
Standard
|
540 x 650
|
1445 mm
|
NIS
|
68
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Hartmann
|
2767
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
81
|
|
|
Hartmann
|
2768
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
82
|
|
|
Hartmann
|
2769
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
83
|
|
|
Hartmann
|
2770
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
84
|
|
|
Hartmann
|
2771
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
85
|
|
|
Hartmann
|
2772
|
1902
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
86
|
|
|
Hartmann
|
2947
|
1905
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
87
|
|
|
Hartmann
|
2948
|
1905
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
88
|
|
|
Hartmann
|
3402
|
1910
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
89
|
|
|
Hartmann
|
3403
|
1910
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
90
|
|
|
Hartmann
|
3775
|
1914
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
91
|
|
|
Hartmann
|
3776
|
1914
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
92
|
|
|
Hartmann
|
3777
|
1914
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
93
|
|
|
Hartmann
|
3778
|
1914
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445
|
NIS
|
94
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Backer & Rueb
|
104
|
1894
|
0-4-0Tr
|
Standard
|
|
|
NIS
|
101
|
|
|
Backer & Rueb
|
105
|
1894
|
0-4-0Tr
|
Standard
|
|
|
NIS
|
102
|
|
|
Backer & Rueb
|
106
|
1894
|
0-4-0Tr
|
Standard
|
|
|
NIS
|
103
|
|
Regauged to 1067 mm, renumbered 209, in 1919.
|
Backer & Rueb
|
107
|
1894
|
0-4-0Tr
|
Standard
|
|
|
NIS
|
104
|
|
|
Hanomag
|
1567
|
1883
|
0-6-0T
|
Standard
|
|
|
NIS
|
105
|
|
|
Hanomag
|
2656
|
1895
|
0-6-0T
|
Standard
|
|
|
NIS
|
106
|
|
|
Hanomag
|
3636
|
1901
|
0-6-0T
|
Standard
|
|
|
NIS
|
107
|
|
Preserved
at Madiun Technical School
|
|
|
|
|
|
|
|
|
|
|
|
Hartmann
|
4582
|
1922
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445 mm
|
NIS
|
121
|
|
named W. POELMAN
|
Hartmann
|
4583
|
1922
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445 mm
|
NIS
|
122
|
|
named G. C. DAUM
|
Hartmann
|
4584
|
1922
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445 mm
|
NIS
|
123
|
|
|
Hartmann
|
4585
|
1922
|
4-6-0
|
Standard
|
450 + 670 x 650
|
1445 mm
|
NIS
|
124
|
|
Remains at Lempuyangan in early 1970s.
|
|
|
|
|
|
|
|
|
|
|
Werkspoor 783-786, NIS 131-4, order cancelled, 1940.
|
Werkspoor
|
260
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
151
|
|
|
Werkspoor
|
261
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
152
|
|
|
Werkspoor
|
262
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
153
|
|
|
Werkspoor
|
263
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
154
|
|
|
Werkspoor
|
264
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
155
|
|
|
Werkspoor
|
265
|
1910
|
0-6-0T
|
Standard
|
|
|
NIS
|
156
|
|
Remains at Lempuyangan in early 1970s. Also has numbers 157 &
158.
|
Werkspoor
|
296
|
1912
|
0-6-0T
|
Standard
|
|
|
NIS
|
157
|
|
|
Werkspoor
|
297
|
1912
|
0-6-0T
|
Standard
|
|
|
NIS
|
158
|
|
|
Werkspoor
|
298
|
1912
|
0-6-0T
|
Standard
|
|
|
NIS
|
159
|
|
|
Werkspoor
|
299
|
1912
|
0-6-0T
|
Standard
|
|
|
NIS
|
160
|
|
Remains at Lempuyangan in early 1970s. Has No 155 on motion.
|
|
|
|
|
|
|
|
|
|
|
|
Backer & Rueb
|
132
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
201
|
|
|
Backer & Rueb
|
133
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
202
|
|
|
Backer & Rueb
|
148
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
203
|
|
|
Backer & Rueb
|
149
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
204
|
|
|
Backer & Rueb
|
150
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
205
|
|
|
Backer & Rueb
|
151
|
1896
|
0-4-0Tr
|
1067 mm
|
|
|
NIS
|
206
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Backer & Rueb
|
106
|
1894
|
0-4-0Tr
|
1067 mm
|
|
|
|
|
|
ex 103, regauged to 1067 mm in 1919
|
|
|
|
|
|
|
|
|
|
|
|
Esslingen
|
3242
|
1902
|
0-4-2RT
|
1067 mm
|
340 + 390 x 450
|
850 mm
|
NIS
|
231
|
B2501
|
|
Esslingen
|
3243
|
1902
|
0-4-2RT
|
1067 mm
|
340 + 390 x 450
|
850 mm
|
NIS
|
232
|
B2502
|
|
Esslingen
|
3244
|
1902
|
0-4-2RT
|
1067 mm
|
340 + 390 x 450
|
850 mm
|
NIS
|
233
|
B2503
|
|
Esslingen
|
3342
|
1905
|
0-4-2RT
|
1067 mm
|
340 + 390 x 450
|
850 mm
|
NIS
|
234
|
B2504
|
|
Esslingen
|
3343
|
1905
|
0-4-2RT
|
1067 mm
|
340 + 390 x 450
|
850 mm
|
NIS
|
235
|
B2505
|
|
|
|
|
|
|
|
|
|
|
|
|
Hartmann
|
2468
|
1899
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
250
|
C1601
|
|
Hartmann
|
2469
|
1899
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
251
|
C1701
|
|
Hartmann
|
2716
|
1901
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
252
|
C1602
|
|
Hartmann
|
2717
|
1901
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
253
|
C1702
|
|
Hartmann
|
2718
|
1901
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
254
|
C1603
|
|
Hartmann
|
2719
|
1901
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
255
|
C1703
|
|
Hartmann
|
2773
|
1902
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
256
|
C1704
|
|
Hartmann
|
2774
|
1902
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
257
|
C1705
|
|
Hartmann
|
3159
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
258
|
C1604
|
|
Hartmann
|
3160
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
259
|
C1801
|
|
Hartmann
|
3161
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
260
|
C1605
|
|
Hartmann
|
3162
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
261
|
C1606
|
|
Hartmann
|
3163
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
262
|
C1607
|
|
Hartmann
|
3164
|
1908
|
0-6-0T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
263
|
C2301
|
|
|
|
|
|
|
|
|
|
|
|
|
Werkspoor
|
210
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
271
|
C2401
|
|
Werkspoor
|
211
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
272
|
C2402
|
|
Werkspoor
|
212
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
273
|
C2403
|
|
Werkspoor
|
213
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
274
|
C2404
|
|
Werkspoor
|
214
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
275
|
C2405
|
|
Werkspoor
|
215
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
276
|
C2406
|
|
Werkspoor
|
216
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
277
|
C2407
|
|
Werkspoor
|
217
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
278
|
C2408
|
|
Werkspoor
|
218
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
279
|
C2409
|
|
Werkspoor
|
219
|
1908
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
280
|
C2410
|
|
Werkspoor
|
284
|
1911
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
281
|
C2411
|
|
Werkspoor
|
285
|
1911
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
282
|
C2412
|
|
Werkspoor
|
286
|
1911
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
283
|
C2413
|
|
Werkspoor
|
287
|
1911
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
284
|
C2414
|
|
Werkspoor
|
288
|
1911
|
2-6-2T
|
1067 mm
|
400 x 500
|
1050 mm
|
NIS
|
285
|
C2415
|
|
|
|
|
|
|
|
|
|
|
|
|
Beyer Peacock
|
1060
|
1872
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
4, 301
|
|
BBzSM. Written off 1905-1915
|
Beyer Peacock
|
1061
|
1872
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
5, 302
|
|
BBzSM. Written off 1905-1915
|
Beyer Peacock
|
1062
|
1872
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
6, 303
|
|
BBzSM. Written off 1905-1915
|
Beyer Peacock
|
1873
|
1879
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
10, 304
|
|
BBzSM. Written off 1911-1917
|
Beyer Peacock
|
1874
|
1879
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
11, 305
|
|
BBzSM. Written off 1911-1917
|
Hartmann
|
2447
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
306
|
B2201
|
|
Hartmann
|
2448
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
307
|
B2202
|
|
Hartmann
|
2449
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
308
|
B2203
|
|
Hartmann
|
2450
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
309
|
B2204
|
|
Hartmann
|
2451
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
310
|
B2205
|
|
Hartmann
|
2452
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
311
|
B2206
|
|
Hartmann
|
2453
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
312
|
B2207
|
|
Hartmann
|
2454
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
313
|
B2208
|
|
Hartmann
|
2455
|
1898
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
314
|
B2209
|
|
Hartmann
|
2558
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
315
|
B2210
|
|
Hartmann
|
2559
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
316
|
B2211
|
|
Hartmann
|
2560
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
317
|
B2212
|
In Sumatra by 1970s, detanked and fitted with B50 tender.
|
Hartmann
|
2561
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
318
|
B2213
|
|
Hartmann
|
2562
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
319
|
B2214
|
|
Hartmann
|
2563
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
320
|
B2215
|
|
Hartmann
|
2564
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
321
|
B2216
|
|
Hartmann
|
2565
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
322
|
B2217
|
|
Hartmann
|
2566
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
323
|
B2218
|
|
Hartmann
|
2567
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
324
|
B2219
|
|
Hartmann
|
2568
|
1900
|
0-4-2T
|
1067 mm
|
280+415 x 400
|
1050 mm
|
NIS
|
325
|
B2220
|
|
|
|
|
|
|
|
|
|
|
|
|
Beyer Peacock
|
986
|
1871
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
331
|
B1001
|
BBzSM
|
Beyer Peacock
|
988
|
1871
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
332
|
B1002
|
BBzSM
|
Beyer Peacock
|
1322
|
1873
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
7, 333
|
|
BBzSM. Written off 1930-1935
|
Beyer Peacock
|
1323
|
1873
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
8, 334
|
|
BBzSM. Written off 1930-1935
|
Beyer Peacock
|
1872
|
1879
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
9, 335
|
|
BBzSM. Written off 1930-1935
|
Beyer Peacock
|
2396
|
1883
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
336
|
B1101
|
BBzSM
|
Beyer Peacock
|
3363
|
1898
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
337
|
B1102
|
BBzSM
|
Beyer Peacock
|
3940
|
1898
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
338
|
B1103
|
BBzSM
|
Beyer Peacock
|
3941
|
1898
|
2-4-0T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
339
|
B1104
|
BBzSM
|
Beyer Peacock
|
3544
|
1893
|
2-4-2T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
340
|
B1401
|
BBzSM
|
Beyer Peacock
|
3545
|
1893
|
2-4-2T
|
1067 mm
|
n/a
|
n/a
|
NIS
|
341
|
B1402
|
BBzSM
|
|
|
|
|
|
|
|
|
|
|
|
Hartmann
|
2792
|
1902
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
351
|
C2001
|
|
Hartmann
|
2793
|
1902
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
352
|
C2002
|
|
Hartmann
|
2794
|
1903
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
353
|
C2003
|
|
Hartmann
|
2795
|
1903
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
354
|
C2004
|
|
Hartmann
|
2796
|
1903
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
355
|
C2005
|
|
Hartmann
|
2797
|
1903
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
356
|
C2006
|
|
Hartmann
|
3501
|
1911
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
357
|
C2007
|
|
Hartmann
|
3502
|
1911
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
358
|
C2008
|
|
Hartmann
|
3503
|
1911
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
359
|
C2009
|
|
Hartmann
|
3504
|
1911
|
0-6-2T
|
1067 mm
|
340 x 400
|
1050 mm
|
NIS
|
360
|
C2010
|
|
|
|
|
|
|
|
|
|
|
|
|
Beyer Peacock
|
5593
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
371
|
C5101
|
|
Beyer Peacock
|
5594
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
372
|
C5102
|
|
Beyer Peacock
|
5595
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
373
|
C5103
|
|
Beyer Peacock
|
5596
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
374
|
C5104
|
|
Beyer Peacock
|
5597
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
375
|
C5105
|
|
Beyer Peacock
|
5598
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
376
|
C5106
|
|
Beyer Peacock
|
5599
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
377
|
C5107
|
|
Beyer Peacock
|
5600
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
378
|
C5108
|
|
Beyer Peacock
|
5601
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
379
|
C5109
|
|
Beyer Peacock
|
5602
|
1912
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
380
|
C5110
|
|
Werkspoor
|
434
|
1918
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
381
|
C52.1
|
To Vietnam in 1942?
Reported Bukit Panjang, Singapore in 1947. Photo
Cambodia as 230.001, 1970/90.
|
Werkspoor
|
435
|
1918
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
382
|
C52.2
|
To Siam in 1942 as
RSR 751
|
Werkspoor
|
436
|
1918
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
383
|
C52.3
|
To Siam in 1942 as
RSR 752
|
Werkspoor
|
437
|
1919
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
384
|
C52.4
|
Sent to Malaya in
1942. Seen in steam at Prai and photo taken.
To Java in 1949.
|
Werkspoor
|
438
|
1919
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
385
|
C52.5
|
Sent to Malaya in
1942. Reported in Malaya in 1945, To Java in 1949.
|
Henschel
|
18450
|
1921
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
386
|
C52.6
|
To Vietnam in 1942.
Photo Cambodia as 230.002 in 1970 & 1990, when 230.001 was reported as the
Henschel.
|
Henschel
|
18451
|
1921
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
387
|
C52.7
|
Sent to Malaya in
1942. At Bukit Panjang 1945. To Java in 1949.
|
Henschel
|
18452
|
1921
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
388
|
C52.8
|
Sent to Malaya in
1942. Derelict at Prai in 1945. To Java in 1949.
|
Henschel
|
18453
|
1921
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
389
|
C52.9
|
Sent to Malaya in
1942. Derelict in 1945, To Java in 1949.
Photographed.
|
Henschel
|
18454
|
1921
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
390
|
C52.10
|
Scrapped
|
Werkspoor
|
511
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
391
|
C52.11
|
Sent to Malaya in
1942. Reported by 2 people in 1945, probably in Singapore. To Java in 1949.
|
Werkspoor
|
512
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
392
|
C52.12
|
To Siam in 1942 as
RSR 753
|
Werkspoor
|
513
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
393
|
C52.13
|
Sent to Malaya in
1942. Reported by 2 people in 1945 with tender C5214, To Java in 1949.
|
Werkspoor
|
514
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
394
|
C52.14
|
Sent to Malaya in
1942. Derelict at Bukit Panjang in 1945. To Java in 1949.
|
Werkspoor
|
515
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
395
|
C52.15
|
To Siam in 1942 as
RSR 754
|
Beyer Peacock
|
6114
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
396
|
C52.16
|
To Siam in 1942 as
RSR 755
|
Beyer Peacock
|
6115
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
397
|
C52.17
|
To Siam in 1942 as
RSR 756. Now preserved outside the Army Museum in Ratchaburi town
centre.
|
Beyer Peacock
|
6116
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
398
|
C52.18
|
Sent to Malaya in
1942. Derelict at Prai 1945. To Java in 1949.
|
Beyer Peacock
|
6117
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
399
|
C52.19
|
To Siam in 1942 as
RSR 757. Written off following an accident in 1946.
|
Beyer Peacock
|
6118
|
1922
|
4-6-0
|
1067 mm
|
400 x 508
|
1260 mm
|
NIS
|
400
|
C52.20
|
Sent to Malaya in
1942. Derelict at Prai 1945. To Java in 1949.
|
|
Above: Standard gauge 0-4-2 at Samarang Tawang when it was a terminus and had the old spelling used
in the 1800s
Below: 3 pictures of the same 0-4-2 posing on a bridge with its
train, folled by a fast 0-4-2 crossing a sugar cane
line.
Above & below: An NIS tank locomotive at the Bantool Sugar Factory, Djogdjakarta.
Probably an 0-6-0T as the only 4 coupled locos were
0-4-2T or 0-4-0T. A pity the number plate is almost obscured.
Above: 0-6-0SkT 254, later PJKA 1603, now preserved, poses on a
bridge over the Kali Kuwas.
Below: 2-6-2T 272, later PJKA C2402, poses on a bridge, possibly on
the Magelang branch.
Above: 0-4-2SkT 311, later PJKA B2206, with a local train at Cepu.
Below: The same locomotive in different circumstances following an
accident. The position of some damaged wagons ahead of it suggests it may have
been struck by another train entering the loop after fouling the points.
Above: 0-4-2T 318, later PJKA B2213.
Below: 0-6-0SkT, possibly PJKA C17 class with a roadside tram.
Above: NIS 311, later PJKA B2206, at Tjepoe.
Above and below: An NIS 0-4-2RT (PJKA class B25) on the rack
between Ambarawa and Bedono.
Above: 0-4-0 8 Makers details are not clear. Some say Evrard who founded Franco Belge,
see makers plate below.
Above: NIS 4-6-0 81 near Semarang. At this time the line was double
track standard gauge only.
Below: An NIS 0-4-2T with a works train hauling a new bridge across
another bridge.
Above: Loading/unloading an oil train from Cepu
at Blora.
Created
5th January 2016.
Updated 24th November 2019.
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