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Darjeeling Himalayan Railway - enrico - 25-05-2010

Thread ini bahas mengenai kereta api yang berada di wilayah Darjeeling, India bagian utara. kalo emang harus digabung di thread kereta india jg gak apa-apa.:xie xie:
tapi kereta ini spesial, lebar spurnya cuma 2 kaki. dan pemandangannya eksotis banget....:tukang gebet:

berikut artikelnya...
Darjeeling’s Railway: A Himalayan Wonder Print E-mail
By Bharat Vohra
November 2007 Countries and People
Morning train at Sonada station
The morning train enroute to Darjeeling at Sonada station.
Image by Bharat Vohra
Overview & History

Darjeeling is a combination of the Tibetan words Dorje [thunderbolt] and Ling [place], translating to “the land of the thunderbolt.” Best known for its tea, Darjeeling is a mountain resort or hill station located in the state of West Bengal in Eastern India. Often referred to as the “Queen of hill stations,” Darjeeling sits 7000 feet above sea level and is flanked by the Eastern Himalayas to its north. The world’s highest and third highest mountains, Everest & Kanchenjunga, are within viewing distance from this town. The people of the Darjeeling Hills comprise an eclectic mix of tribes from the neighboring Himalayan states of Nepal, Tibet, Sikkim, and Bhutan.

Darjeeling was originally a part of the kingdom of Sikkim. In 1780, the Gurkhas from Nepal invaded and took over the region. After a series of wars and with help from the British, the Gurkhas were forced out of the area. Perceiving it to be of strategic importance in the Himalayas, the British purchased Darjeeling from the Raja (king) of Sikkim in 1835. Over the years, they inhabited the area in large numbers and built military establishments, sanitariums and schools across the Darjeeling hills. In 1852, Dr. Campbell, then Superintendent of the town, experimented with tea in his backyard. The success of this experiment led to the setting up of the first of many tea gardens in the area.

The Need for a Railway

The town soon became an extremely popular summer retreat for the British. With each passing year, their numbers grew and so did the size of the town. Innumerable tea gardens had sprung up across the hills and production was at an all time high. To support these tea gardens, several settlements cropped up between Darjeeling and the plains. There was suddenly an urgent need for faster transport of men and raw materials up from the plains and finished produce down to the plains for distribution.

With the railway network fast expanding into Eastern India, Franklin Prestage of the Eastern Bengal Railway was convinced of the benefits of a tramway to Darjeeling. He believed that its construction would greatly reduce the cost of transporting goods between the plains and the hills. Under the aegis of the Darjeeling Steam Tramway Company, construction commenced on the line in 1879.

A Marvel of its Time
Darjeeling Steam Shed
Steam Locomotives at Darjeeling Shed. The oldest working locomotive
on the line dates back to 1889.
Image by Bharat Vohra
Given the challenges of the unforgiving Himalayan terrain, the line was built in record time. It opened in 1881 as the Darjeeling Himalayan Railway Company and was built to a two foot gauge. Over 50 miles in length, it spanned 14 stations and climbed from the plains at 373 feet to its highest point at 7407 feet. Its construction utilized mountain railway engineering techniques considered way advanced for its time and type. Steep slopes necessitated two unique types of engineering works—loops and reversing stations—to enable the line to attain height within the limitations of the locomotives of the day.

Once built, the railway not only reduced transit time substantially but also proved to be a faster, safer, and more efficient way of transporting goods. This led to an instant drop in the price of commodities in Darjeeling. The railway served the needs of the burgeoning tea industry by carrying up raw materials from the plains and finished produce down to the plains. The railway boosted communication, provided employment, and led to the social and economic development of Darjeeling and its surrounding areas. It brought immense prosperity to the region and everyone benefited from it.

Changing Times, Changing Attitudes

From its opening in 1881 (≖᷆︵︣≖) a year after India’s independence, the railway was operated as the Darjeeling Himalayan Railway Company and managed by Messrs Gillanders Arbuthnot & Company of Calcutta. In 1948, the Indian Government’s Ministry of Railways took over the line and it was merged into the national railway system. At the time of its hand over, the railway was a profit making entity and boasted a healthy mix of passenger and freight services.

The takeover by the state brought with it the inefficiencies of a larger organization, namely many layers of red tape and a resultant low prioritization. These problems were further compounded, in no small measure, by the proliferation of the motor car in the years following independence. The Darjeeling Railway had, so far, been the mainstay for passengers and goods alike between the plains and the hills. Roads emerged as a faster alternative and instantly replaced the railway as the preferred mode of transport.

The once healthy Himalayan Railway fell into decline. Its days of profit were over and losses soon became the order of the day. The railway administration had failed to rise to the occasion and take on the challenge posed by road. Instead the Darjeeling Railway came to be perceived as no more than a financial burden to them. Over the years, their attitude was mirrored by a cutback in services and a reduction in staff. The fall in activity was accompanied by a drop in worker morale and complacency soon set in amongst the ranks.

A New Hope

The railway went through a steady decline between the 50s and 90s. In the late 90’s, the line was in threat of being closed forever. It was with the timely help and influence of Sherab Tenduf (of the Windermere Hotel in Darjeeling) that the line managed to survive.

In the late 90s, enthusiasts in England set up the Darjeeling Himalayan Railway Society (dhrs) with the intention of preserving the line. It was thanks to their efforts that the ball was set rolling towards World Heritage nomination. unesco awarded the line with this honor on December 5, 1999. It was only the second railway in the world to be bestowed this honor and the first industrial site in Asia.

Challenges Ahead

The new status has not only brought fame to the railway but also safeguarded it against future threats of closure. But fame brings with it certain responsibilities—responsibilities that are still to be understood and met. Despite its new status, conditions on the line are far from ideal today.

There are, no doubt, several challenges involved in preserving and maintaining a World Heritage site. The first and foremost amongst them is properly understanding and appreciating the real value of the site and its contribution to society. Once this has been achieved, the next step is to spread awareness about the same, not just amongst the employees of the railway but amongst anyone and everyone who might be affected by it (directly or indirectly)—be it at the local, state, or national level.

India’s rail heritage is second to none. It consists not just of heritage locomotives and carriages (cars) but of heritage stations, buildings, bridges, and structures nation wide. Abundant, rich, and varied up (≖᷆︵︣≖) now, it is sadly in danger of disappearing forever. It is imperative today to recognize this industrial heritage as a part of India’s vast national heritage and treat it with the same respect and dignity.

The Darjeeling Himalayan Railway is a perfect example of India’s rich industrial heritage which contributed immensely to the growth and development of the region it served. It is both a challenge to deal with today as well as an excellent opportunity. If dealt with properly, it could serve as a role model for preserving and maintaining other such industrial heritage sites across the country. .

sory yg gak bs bhs inggris...
gak sempet nerjemahin, coz buru2 nih...

nih foto2nya...

lok dieselnya

[Image: 1106128951045332650s425.jpg]

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lok uapnya

[Image: darjeelinghimalayanrail.jpg]

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melewati pegunungan

[Image: 364182923890ffa46fb2o.jpg]

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RE: Darjeeling Himalayan Railway - sepur_lori - 25-05-2010

(25-05-2010, 03:03 PM)enrico Wrote: [spoiler=lok uapnya]

[Image: darjeelinghimalayanrail.jpg][/spoiler]

Uploaded with ImageShack.us

Loko uapnya mirip lok dari PG Trangkil ya ...

RE: Darjeeling Himalayan Railway - enrico - 25-05-2010

update

[Image: ghoom02.jpg]

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berkabut


[Image: ghumalsospeltghoomisasm.jpg]

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melewati kebun bunga


[Image: 3507204197668d9f6708b.jpg]

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pemandangan lain


[Image: 2166856608cccbeb924ab.jpg]

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dipo lok uap

[Image: enginehouse.jpg]

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[Image: overstappen.png]
up date lagi ah....

down street

[Image: downthestreet.jpg]

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[Image: darj5.jpg]

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balapan sama mobil

[Image: headingtodarjeeling.jpg]

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RE: Darjeeling Himalayan Railway - karang_bedono - 25-05-2010

Lah itu lok kuat ya. Eh tpi mirip sama si jaladra.

RE: Darjeeling Himalayan Railway - eko winarno - 25-05-2010

Dihimalaya sepertinya lebar sepur sama dengan yang di pakai kereta lori di PG cuma bedanya di sana menggunakan R.25 dan yang salut bisa merayap di pegunungan dengan baik tanpa menggunakan gerigi...Top Banget akan kah bisa di tiru untuk angkutan pedesaan..???

RE: Darjeeling Himalayan Railway - sepur_lori - 25-05-2010

(25-05-2010, 05:48 PM)eko winarno Wrote: Dihimalaya sepertinya lebar sepur sama dengan yang di pakai kereta lori di PG cuma bedanya di sana menggunakan R.25 dan yang salut bisa merayap di pegunungan dengan baik tanpa menggunakan gerigi...Top Banget akan kah bisa di tiru untuk angkutan pedesaan..???

Aslinya bisa mas, tapi sarana dan prasarana-nya dapat dari mana?

RE: Darjeeling Himalayan Railway - eko winarno - 25-05-2010

(25-05-2010, 06:42 PM)sepur_lori Wrote:
(25-05-2010, 05:48 PM)eko winarno Wrote: Dihimalaya sepertinya lebar sepur sama dengan yang di pakai kereta lori di PG cuma bedanya di sana menggunakan R.25 dan yang salut bisa merayap di pegunungan dengan baik tanpa menggunakan gerigi...Top Banget akan kah bisa di tiru untuk angkutan pedesaan..???

Aslinya bisa mas, tapi sarana dan prasarana-nya dapat dari mana?


di trit sepor lori pernah kita bahas bersama karena terinspirasi di nasional geograpik dan dari pada R.25 di kilokan yang tidak terpakai mending di TO ke PG yang masih aktif serta rancangan jalur ke pelosok pedesaan.

RE: Darjeeling Himalayan Railway - sepur_lori - 25-05-2010

(25-05-2010, 07:00 PM)eko winarno Wrote: di trit sepor lori pernah kita bahas bersama karena terinspirasi di nasional geograpik dan dari pada R.25 di kilokan yang tidak terpakai mending di TO ke PG yang masih aktif serta rancangan jalur ke pelosok pedesaan.

Mending rel yg tidak dipakai dibawa ke desa trus ditanem. Nah, kendaraannya bikin aja dari gerobag kayu trus dikasih roda. Gampang kan?

RE: Darjeeling Himalayan Railway - eko winarno - 25-05-2010

(25-05-2010, 07:13 PM)sepur_lori Wrote:
(25-05-2010, 07:00 PM)eko winarno Wrote: di trit sepor lori pernah kita bahas bersama karena terinspirasi di nasional geograpik dan dari pada R.25 di kilokan yang tidak terpakai mending di TO ke PG yang masih aktif serta rancangan jalur ke pelosok pedesaan.

Mending rel yg tidak dipakai dibawa ke desa trus ditanem. Nah, kendaraannya bikin aja dari gerobag kayu trus dikasih roda. Gampang kan?


Jadi semua itu berpulang ke pemerintah daerah masing-masing untuk berkarya meringankan warga pelosok yang minim transportasi dan terutama hasil bumi tidak akan menyelesaikan masalah kalau hanya di beri sembako terus, kasih lah sarananya supaya berevolusi ekonomi, karena banyak gerbong lori yang tidak terpakai sebetulnya bisa di modifikasi sendiri dengan biaya yang murah. Bekerja sama antar instansi terkait PT.KAI-BUMN-dan Pemda karena pusat tinggal approvel saja dan semua pasti bisa.

RE: Darjeeling Himalayan Railway - sepur_lori - 25-05-2010

(25-05-2010, 07:22 PM)eko winarno Wrote: Jadi semua itu berpulang ke pemerintah daerah masing-masing untuk berkarya meringankan warga pelosok yang minim transportasi dan terutama hasil bumi tidak akan menyelesaikan masalah kalau hanya di beri sembako terus, kasih lah sarananya supaya berevolusi ekonomi, karena banyak gerbong lori yang tidak terpakai sebetulnya bisa di modifikasi sendiri dengan biaya yang murah. Bekerja sama antar instansi terkait PT.KAI-BUMN-dan Pemda karena pusat tinggal approvel saja dan semua pasti bisa.

Boleh-boleh saja, tapi itu semua tergantung ama Pemda atau instansi yg terkait, mereka berniat atau tidak. Gerobag lori sebenarnya mudah memodifikasinya, tinggal dipotong sedikit trus dikasih kayu sbg rangka tambahan dan tempat duduknya, nanti cara menggerakkannya tinggal didorong saja