Thursday, 18 March 2010

Around Kuching

The Astana in Kuching, built as the home of the 'White Rajahs'.

Very unusually, I had trouble sleeping on Wednesday night. My left arm has been giving me some trouble since I fell down walking the dog in our very cold weather. Before I could fall asleep, the arm would start playing up, so I paid for some computer time for my Notebook connected to the hotel’s physical network and started uploading pictures and answering e-mails. I got up at six again, so as to be in the Executive Lounge where they serve breakfast. Alternately, I could’ve gone downstairs to the Coffee Shop but the Executive Lounge on the twelfth floor gave me what I wanted plus a view of the Sarawak River waking up.

First, a little history. John Brooke was another of those English adventurer types. He was invited into Sarawak by the local Rajah to assist in quelling a spot of bother the Sultan of Brunei was having. To paraphrase an old T.V. advert, he liked Sarawak so much, he bought the country and started a hundred year rule by White Rajahs. During Japan’s expansionist phase, the Japanese occupied Sarawak and the White Rajah at the time needed the help of the British government to force the Japanese to surrender. So, after WWII, the country became British with a Governor-General living in the Astana, the fairly grand house facing old Kuching from across the river. By the 1960s, Britain was committed to giving most of its former Empire independence and Sarawak became a State in the Federation of Malaysia. Malaysia, like Indonesia, is predominently Muslim. But, just as Bali is the exceptikon in Indonesia, so Sarawak is the exception in Malaysia, with 29% Christian – both Catholic and non-Catholic, 26% Muslim and 19% Buddhist, Taoist or Hindu. That leaves about 30% as none of the above. I’m assured that all these faiths co-exist without problems – certainly I saw no overt signs of tension. The Taoist contingent comes from the significant Chinese population. In Sarawak, as in other countries where they’ve settled, the Chinese characteristics of industry and single-mindedness have left them in control of significant areas of commerce.

Shortly after eight my guide, also the driver, arrived in a Mercedes and we set off for the thirty minute drive to the Semenggok Wildlife Rehabilitation Centre. Orang-utans are now protected in Malaysia, but not before a number of these noble creatures had been kept in captivity. At Semenggok, the rehabilitated orang-utans roam freely in the rain forest, often returning to at meal times. A successful breeding programme means that there’s a chance of seeing mother and baby together. About a hundred visitors trooped through the forest on prepared footpaths to watch food being left out and the rangers calling the creatures by name. At one spot, one of the females came with her youngster of a few years for food. They remained thirty of forty feet away from us but sixteen feet is regarded as the minimum separation as they can be violent. It’s quite odd when the only physical barrier is a rope barrier at the side of the track to keep the humans out! By the ranger’s office, there was another female with her one year old baby. In this case, they were much closer to us. There was no sign of the dominant male called Ritchie. As we left the forest, my guide pointed out some of the more interesting plant species, like the Sensitive plant and two varieties of Pitcher plant. Pictures at Semenggok.

We drove further along the main road which eventually leads to Brunei and Sabah, turning right onto the road which eventually leads to Indonesia. We parked at the village of Anan Rais. This is a village of Bidayuh people – Land Dyaks. They live in three Longhouses but these are not quite like the South Sea Island version I imagined. Think of a street raised about ten feet above the ground on wooden poles and framing held together with coachbolts where the ‘paving’ is two sets of split bamboo, one laid in one direction, the other set at right angles, all tied togther and none too secure. Now erect a series of wooden sheds on either side of the street where each single room represents the living space for one family. Now, just like a British housing estate, let individuals make alterations to their property. Some people are happy with the basic dilapidated garden shed, some spend money putting on a modern fascia. In the street and in the buildings add cooking hearths burning dried bamboo and a few sinks. Add standpipes for water which stick upwards through the floor every so often and install electricity. This is something like the impression I got. The Government are paying to keep the Bidayuh traditional rice-growing economy going and encourage them to explain it to tourists. They make various beadwork and blow pipes to sell. In one meeting room there is the barrel of an ancient Dutch cannon and, casually displayed in a wire mesh drum with a hinging mesh lid secured with two padlocks, a pile of human skulls. Pictures of the Long Houses at Anan Rais. We completed our tour, had a snack lunch and drove back to Kuching where I said goodbye to today’s guide.

A little later, I took a walk round the old part of the town, near the river. My pictures of Kuching. It was very hot and on my return I decided to spend the rest of the evening uploading pictures and writing this post.

Wednesday, 17 March 2010

On to Kuching

Local people enjoying the holiday after 'Nyepi' at Sanur Beach

I rose at six a.m. and took an early breakfast, delivered to my sitting room promptly as ordered. The morning was already hot but I decided to check out the beach one more time. It was just after eight when I arrived at the sea. There were a handful of foreign visitors walking on the promenade but hundreds of Indonesians in the water and across the sands. The people in the water had left little piles of their possessions dotted all over the sand. Crime is supposed to be low in Bali. I walked along the sands for about ten minutes and then turned onto one of the access roads at right angles to the beach. Where the road met the beach, there were hundreds of the Indonesian-assembled small motor bikes which most people use. Husband, wife and first child seem to fit quite nicely on these machines, but I’ve seen four people aboard a few times. Crash helmets are supposed to be worn but I’ve seen lots of people who don’t bother.

More pictures of Sanur.

I walked back towards the Bali Pavilions, past the tourist shops and restaurants which so offended me when I arrived – yes, I know, I’m a tourist too. About every third set of premises appeared to be an official money changer. I picked a posh one and changed a few dollars to make sure I’d sufficient Rupiah to pay the airport departure tax of 150,000 Rupiah. You get some eye-watering prices when the exchange rate is around nine thousand Rupiah to the dollar! I passed a number of taxis parked or cruising looking for trade but I was happy to return to the tranquility of my villa. The Bali Pavilions has a very nice main swimming pool and it was unused as I passed but I preferred the privacy of the smaller but decent-sized pool within my own courtyard.

After a final swim, I more-or-less finished my packing. I usually leave a trail of mislaid items behind me as I move from place to place. So far this time I’ve lost my spectacles case in Yogyakarta. Once packed, I went to use the computer in reception. Because of Nyepi, I’d not been able to use their computer on the Day of Silence but I had prepared some text off-line ready to upload. My Notebook computer is proving troublesome this trip – it doesn’t seem to want to connect to Wi-Fi and there’s some sort of keyboard problem such that some letter keys and a number of punctuation keys produce the wrong letter or symbol on screen and in the file. So far, the best solution has been to type away regardless, ignoring the fact that the screen is full of rubbish and then, once the document is complete, use Find and Replace to swop the rubbish characters for the intended characters. Fortunately, I have been able to continue to use the computer for backing-up and sorting my photographs. Some of my sub-directory names have been rather odd because of the swopped characters! There’s now a huge backlog of pictures to upload to the net when I can.

Promptly at 1.0 p.m., the arranged car turned up to whisk me to the International Terminal at Ngurah Rai airport (Airport pictures). I checked in for flight MH 850 for Kuala Lumpur – my first flight with Malaysia Airlines and my first time to Kuala Lumpur. This time, I’m not stopping in KL but transiting to another Malaysia Airlines flight to Kuching in East Malaysia. Kuching is in the province of Sarawak and I remember as a child seeing the Jubilee class locomotive 'Sarawak' and thinking how exotic it sounded. I don’t think it ever occurred to me that one day I might actually travel to Sarawak. Well, the locomotive no longer exists but I did get to see the prototype!

Check-in was painless though it took me a while to find the business class lounge. Malaysia Airlines share the Garuda lounge. The aircraft was another 737-400, fitted with sixteen seats in business class but with only one passenger – me! There were four choices of meal and I took the fish – Dory. It was excellent and the cabin staff were very friendly. In just under three hours we landed at Kuala Lumpur. It’s a huge airport and a bit intimidating but I went through immigration and Customs OK and then had to find my way to departures and locate my connecting flight to Kuching. The aircraft was yet another 737-400 but this time all sixteen business class seats were taken. Two meals were on offer – a spicy one or beef. I took the beef and, to my surprise, enjoyed it as it was very tender.

On arrival I had to go through another immigration – Sarawak is a different state within Malaysia - and collect my bag which arrived promptly. There only appeared to be one driver waiting in the arrivals hall and he was holding up a printed sign with my name so we were soon on our way to the Hilton hotel near the waterfront. The Hilton is a modern hotel, as you’d expect, and I’ve a room with a view on the eleventh floor. Pictures of the Hilton.

Tuesday, 16 March 2010

'Nyepi' in Bali

My itinerary for Tuesday just said "Own arrangements". I discovered this should have read "You will be under house arrest in your hotel and keep quiet". Let me explain.

Hindu Bali celebrates the Icaka New Year 'Nyepi' or Day of Silence. When I arrived on the 13th, I saw the 'Melasti' celebrations prior to the New Year when effigies from the temples are carried to the beach for a Purification Ceremony welcoming the New Year. On the 15th March, there is a sacrificial ceremony at noon - 'Tawur Agung Kesanga' - made to the underworld spirits. Later there is the procession of 'Ogoh-Ogoh', the large dolls symbolising evil spirits, which are burnt afterwards.

Tuesday 16th March was 'Nyepi' which is a day of absolute silence for Hindu followers. No activity, amusement or travel is allowed and fires may not be lit. It should be a day of 'contemplation and self-reflection within the family compound'. In each village, 'pecalang' (guards) make sure nobody leaves except in case of emergency. There should be no lights during Nyepi but certain facilities, like hospitals, are exempt. Hotels are expected to keep the number of lights used down and make sure guests remain within their grounds. At the Bali Pavilions, food was being offered but only until 6.30 p.m. It's a good job I had such agreeable surroundings to be confined to!

The State Electricity Company PLN has three generating plants in Bali:-
- Pesanggaran (15 machines totalling 182 MW)
- Pemaron (2 machines totalling 80 MW)
- Gilimanuk (1 machine of 130 MW)

In addition, 200 MW can be supplied via a connector from Java, giving a 592 MW capacity. A normal load is around 515 MW but during Nyepi, this falls to 100 MW!

Monday, 15 March 2010

Trip to Mount Batur, Bali

Barong Dance Performance, Bali

On Monday I had a full day tour to Mount Batur. My guide, Kana, picked me up from the hotel reception at 8:40 a.m. Some pictures of the trip are here. We drove north for about half an hour until we came to a large building marked "Sahadewa", where I was to see the nine-thirty performance of the Barong Dance. The large building with raked seating provided accommodation for a few hundred people but it was only only partly filled. The seating faced an open stage with a typical Balinese brick-built entrance. An open-sided pavilion on the right housed a Balinese orchestra. The musicians played an introductory tune and then the Barong Dance commenced.

I don't know why its called a dance because its really a play, with dialogue in Balinese, albeit with a fair bit of dancing and stylised movements. A single-sheet programme gave a description of the story and I will paraphrase that, although some of the English is not too clear. All the action was accompanied by loud but not unpleasant music from the Balinese orchestra.

Overture

The tiger appears – two men in an elaborate costume a little like a pantomome horse but with a rather frightening mask for a face. The mouth parts work and go 'clack-clack' in a threatening way. The tiger is joined by his friend the monkey – a young man in a grey monkey suit. Three masked dancers appear, get angry and attack the tiger. The men are apparently seeking vengeance for the death of a child previously killed by the tiger. With the aid of the monkey, the tiger sees off the men, one of whom loses his nose in the fighting.

First Act

Two girl dancers appear. They are servants of the Rangda looking for servants of Dewi Kunti on their way to meet the prime minister

Second Act

The two servants appear but are made angry by one of the servants of the Rangda who has turned into a witch. The prime minister appears and they all go to meet Dewi Kunti.

Third Act

Dewi Kunti and her son Sahedewa arrive. Dewi Kunti has promised the Rangda that Sahadewa will be sacrificed. A witch appears and takes over Dewi kunti who becomes angry and orders the prime minister to bring Sahedewa to the forest. A witch also enters the prime minister so that he does not take pity on Sahedewa who is tied to a tree in the forest

Fourth Act

Unknown to the Rangda, the God Siwa appears and gives Sahadewa immortality. The Rangda appears, intending to kill Sahadewa and eat him, but Sahadewa cannot be killed. Dewi Kunti asks for forgiveness and Sahadewa agrees, killing the Rangda who goes to heaven

Fifth Act

One of the female servants of the Rangda, Kalika, comes before Sahadewa asking for foregiveness but Sahadewa refuses. Kalika becomes angry, changes into a boar to fight Sahadewa but is defeated. Kalika then changes into a bird to fight Sahadewa but again is defeated. Finally, she changes into the Rangda whom Sahadewa cannot kill. After meditation, Sahadewa changes himself into a Barong. The fight between the Barong and the Rangda appears unending until followers of the Barong join the fray.

Confused? – I still am but it was jolly good fun. At the end of the performance, which lasted about one hour, the audience were allowed onto the stage to be photographed with the actors still in costume. I thought that was a nice touch. Pictures of the Barong Dance.

We continued north to Celuk where there is a gold and silver works – natch! The crudity of the equipment used to make the product is in stark contrast to the craftsmanship apparent in the end product. Once again, the production on site is token and you are then ushered into a huge showroom with a remarkable range of jewellery on display.

A short drive took us to Mas, famous for its woodcarving. At the large showroom where we stopped, just one carver was on display. There are normally two but the other had gone home for Nyepi – the Balinese Hindu New Year. Again, there was a large showroom and some of the larger carvings – up to six feet tall – were very impressive.

Bali has been called the land of a thousand temples but that’s a severe underestimate. Each village normally has at least three temples and prosperous families have private temples so that they can honour their ancestors. The woodcarving showroom had just such a family temple and I was allowed to visit it. It was built on the roof of a domestic building, approached by steps and contained a number of shrines dedicated to various deities and the family ancestors. Pictures of the Family Shrine.

We stopped briefly in one village we passed through to take pictures of some impressive Ogoh-Ogoh (Pictures). Each village had a number of Ogoh-Ogoh being made ready at the side of the road, some of them protected by a temporary shelter but my attempts to capture shots on the fly weren't very successful.

I was told that we would stop to see some beautiful rice fields but what was actually involved was a brief photo stop in a village with a steep hill covered with rice terraces on one side of the road. It's clearly a regular stopping point because there were a number of postcard sellers harrassing the dozen tourists who were already there. Our route took us through a number of villages now devoted to foreign visitors with woodcarvers, restaurants, massage. I found it rather depressing.

The Temple at Tampak Siring

We descended into a valley and parked at the Holy Spring Temple at Tampak Siring. The water here is reputed to have healing properties and it was certainly a beautiful and spiritual site. Kana bought a small packet of biscuits to feed the fishes in the various ornamental ponds and we were soon joined by local children who, I was relieved to find, were content to share the fun of feeding the biscuits to the fish and were not begging. There was a small compound with some beautiful, rare deer. Kana seemed to think that they'd been brought in to encourage the tourists. This is a very old temple and I'm glad it's not yet been ruined by tourists. Pictures of Tampak Siring.

Our route took us out of the valley and we continued to climb until we reached the road around the south side of a volcanic crater rim. The huge crater was formed some thirty thousand years ago and now the villages of Penelokan, Batur and Kintamani straggle along the crate rim. Rising from the floor of the crater is the active volcano of Gunung Batur with lake Batur alongside. We stopped for lunch at the massive Kintamani restaurant. This can seat five hundred diners but there were just seven including me. The service was prompt and friendly and the buffet lunch on offer had a wide choice so I was happy to take lunch, looking across to the active volcano.

After lunch, we set off to return south by a different route but we hadn't gone far when the traffic stopped. A procession of Ogoh-Ogoh was coming towards us. So I was able to watch the high-spirited youngsters carrying the heavy statues, along with a crowd of locals. My pictures of the procession are here. Once the procession had passed, we were able to continue south.

Elephant Cave, Goa Gajah

We had one more stop, at the Bedulu Elephant Cave and temple – Goa Gajah. Normally, you would have to run the gauntlet of rows of souvenir shops but, so close to Nyepi, they were already closed for the holiday and only a couple of postcard sellers remained. My pictures are here.

We then made our way back to Sanur and the Bali Pavilions - an excellent but tiring day!

Sunday, 14 March 2010

Bali

A rice paddy in Bali with the Farmer's Shrine to ensure a good crop

Sunday morning, I was quite happy to potter around my little domain, making full use of the pool. At 1.30 p.m. I was picked up for a tour.

Bali was one of the first Far Eastern Idylls to be discovered by Westerners and over the last 40 years Bali has seen amazing growth in numbers of visitors. It claims four to five million people visit a year. It's population of 3.5 million Balinese is around 90% Hindu.

We headed north, skirting Denpasar and travelling past a series of tourist-related businesses, each sporting a gaudy illimunated sign, somewhat reminiscent of Las Vegas on a smaller scale. We stopped at a huge Batik showroom housed in a very grand-looking multi-storey building. At the rear of the showroom, next to the car park, the making of Batik printed fabrics and weaving was being demonstrated, but there was no 'serious' production being done here.

Our next stop was an Artists' Co-operative in Ubud, home to 200 painters in modern and traditional style. I was shown round by a young water colourist. Ubud is generally regarded as the cultural capital of Bali.

We carried on into rice growing country and stopped to walk through a terraced rice field. Pictures in the rice fields. Half the population of Bali work on the land which, like Java, is very fertile. Land is in private ownership but some holdings are as small as half an acre after larger farms have been successively divided between children, generation by generation. Crop rotation is practised these days and, for instance, rice crops are alternated with vegetables to minimise the need for fertilizer and the use of organic fertilizer is encouraged. Up to 3 rice crops a year can be produced because there's quite a sophisticated system of irrigation using gravity. Both hand- and chemical-weeding is in use.

Mengwi Temple - the 'Royal Temple', Bali

We moved on to one of the most important temples in Bali, the Mengwi Temple. The inner courtyards were closed because of the New Year but the low walls allowed quite good views from the outer courtyards. Pictures of Mengwi Temple.

Later, we visited the 'Monkey Forest' - a small forest which is home to around 600 Macaque monkeys and almost as many tourist shops. The tour didn't go quite to plan - whilst I was buying peanuts for the monkeys, a dominant male leapt onto my head, leaving me with cuts on the scalp and left cheek. The lady guide, in some distress, rushed me to her shop to treat the cuts with a disinfectant (most of the guides also run tourist shops). I was quite calm until she handed me a small mirror when I had to agree the blood was fairly spectacular. However, once we'd staunched the flow, we went ahead with the tour without further incident. I was particularly interested in the forest's population of bats. Pictures of the 'Monkey Forest'.

Sunset at Tanah Lot, Bali

The final call of the day was to the Temple at Tanah Lot which is supposed to enjoy beautiful sunsets. But there were hundreds of tourists there to observe the sunset and the temple itself is closed to visitors so it wasn't exactly my sort of place. However, I dutifully took pictures which are here.

Saturday, 13 March 2010

Yogyakarta to Sanur

My Villa at Joglo Plawang

The Villa at Joglo Plawang was a great success and I was sorry to leave. The area around Yogyakarta seems less spoiled by tourism than I expected. I don't mean that there aren't hundreds of hawkers trying to sell you souvenirs when you're somewhere like Borobudur or Paramban but that the place doesn't seem as corroded by attempts to cater for foreigners. I never saw another resident at Joglo Plawang but there were always plenty of friendly staff on hand anxious to be of service. This meant that the pool outside my villa became my own private pool.

On Saturday, I enjoyed an excellent breakfast in the main building then at 10:30 I was picked up to go to Yogyakarta Airport. On my arrival a couple of days before, I'd seen that the airport approach was via a level crossing adjacent to a railway station, so we detoured to the station so that I could have a look around.

Maguwo is a modern station, very clean, and you'd be hard-pressed to find anything as smart in the UK. I think trains are operated by private companies, as in the U.K. and some of the rolling stock I saw wasn't up to the standard of the infrastructure. The signal box was on the one platform and I was invited in to have a look around. Everything was shining and clean and the signalman was very friendly. Pictures of Maguwo Station. I stayed to watch one train and then we completed our journey to the airport where I said goodbye to my guide and driver.

The airport at Yogyakarta is smallish and it was a bit of a scrum inside the departure hall, which always produces a brief terror in me that I won't be able to find my way through check-in and security. However, all was well. Check-in for the Denpasar flight was simple, security was friendly, then I discovered I had to pay a departure tax. I hadn't got Rupiah (the local currency) but the girl accepted U.S. Dollars and beamed when I apologised for not having the proper money. I found the Garuda Executive Lounge (as they call it). A little basic but perfectly adequate so I was able to relax a little before the flight. There are a few pictures of the airport here.

We boarded at about 13:10 by walking a few yards across the apron to the waiting Boeing 737-400. The flight was just over an hour, giving them time to serve a nicely-presented snack before we made a straight-in approach to Denpasar Airport.

The airport at Bali is much larger than Yogyakarta and we were taxiing for some time until we reached our stand. It took some time for them to connect up the airbridge before we could disembark and I was amused that, as soon as we'd passed through the airbridge, we were diverted through a door and down steep steps to the tarmac. It was much hotter in Bali than Java. We joined a transfer bus and after a short drive entered the terminal and the baggage reclaim. My bag was one of the first out, so I was soon in the Arrivals Hall and immediately found the guide displaying my name. He introduced himself as Kana and we walked to the car park where our transport and the driver, Wirka, were waiting. There are a few pictures of the airport here.

Denpasar is the capital of the island of Bali. Bali is part of Indonesia but is very protective of its uniqueness. Indonesia is proud of its religious tolerance and you can find Muslim, Hindu, Buddhist and Christian adherents. Whereas the island of Java which I'd just left is predominantly Muslim, 95% of the population of Bali is Hindu.

We left the airport and headed out to Sanur about thirty minutes drive away. Kana explained that traffic was particularly heavy because of the approaching Hindu New Year. Many people were heading for special local ceremonies to take place in the evening. At one major junction, we were held up for a few minutes by a long procession, all dressed in white, making their way to one of these ceremonies.

A Hindu procession passing through Sanur, Bali

Bali was 'discovered' as a paradise for Europeans quite some time ago and I'm afraid it shows. Bali appears to cater for foreign tourists in an enthusiastic manner. Sanur is regarded as one of the more staid areas (it's sometimes called 'Snore' by way of criticism). If the rows of restaurants and shops we passed in Sanur are 'staid', I wouldn't want to visit the more 'with-it' areas. Near to our destination, we passed another procession heading for the shore. There are various pictures of the 'Nyepi' processions and ceremonies here.

The Bali Pavilions Resort is a series of villas in 'Designer Balinese' architectural style - see my Resort pictures. I'd been upgraded to a 2-bedroom villa (with one bedroom locked off). The villa was set in its own brick-walled courtyard and comprised one thatched building with the bedroom/shower/wc/bath and an adjacent thatched building which was open-sided forming the living room with its own fully-equipped kitchen. Just outside the bedrooms there's a private pool.

After a brief dip, I made the ten-minute walk to the beach, running the gauntlet of innumerable restaurants and souvenir shops. The sandy beach was quite busy and there were lots of foreign tourists like me. With a volcano visible in the distance, it reminded me of Waikiki in Hawaii. One of the Hindu Blessing Ceremonies was in progress a few hundred yards away, so I went to look at this before returning to the calm of the Bali Pavilions. Although I'd not done much during the day, I found I was absolutely exhausted so I was happy to enjoy the peaceful oasis within my courtyard before retiring.

Friday, 12 March 2010

Yogyakarta and Prambanan

The Hindu Temple Complex at Prambanan

Today's exploits can be summarised as "Jan visits a load of old temples and a railway station (oh, and did some shopping)".

An early start allowed me to do the tour of the Sultan's Palace before the crowds arrived (Sultan's Palace pictures). We then moved on to the Sultan's "Water Palace" - three walled swimming pools for the Sultan and court to use (Water Palace pictures). In one building they were making the traditional two-dimensional articulated puppets-on-sticks. All the other traders were confined to a street of souvenir shops on the way out. A visit to a Batik factory (Batik pictures here) proved very interesting but, of course, having seen the process of producing Batik, there was a "purchasing opportunity". I then spent half an hour exploring the railway station (surprise, surprise). For those interested in railways, there's a report on this visit here.

Then, we moved on to a small leatherwork factory run by a vivacious Dutch lady. Once again, a set lunch was provided for me at a restaurant before we moved on (via a huge silverwork shop) to the Hindu temple complex at Prambanan. 'P' and 'B' sometimes get interchanged in Romanising Indonesian names so these temples are sometimes called 'Brambanan'. My pictures of Prambanan are here. After climbing up and down the steep steps giving access to a number of the temples, I was starting to wilt a little and I was quite content to return to the hotel. After a swim, I started the serious business of backing-up and grouping the pictures from today before writing this update. Tomorrow morning I move on again.

Thursday, 11 March 2010

Borobudur

The Buddhist Monument at Borobudur

As you may be able to guess if you've followed earlier trips, today could be summarised as "Jan looked at a load of old temples".

I was woken at 6.45 a.m. by an Alarm Call because my travelling alarm was in the suitcase which Emirates had kindly mislaid. I didn't spend long at the 'Sarawati' but the hotel was very well-appointed. Click for my hotel pictures. The hotel served a very decent breakfast, my guide arrived as I was checking-out and we set off for the short drive to Borobudur.

It's supposed to be the largest Buddhist site in South East Asia and technically it's not a 'temple' because you can't go inside - it's a 'stupa'. But quite a stupendous stupa, as I hope my Borobudur photographs show. It was a fascinating visit and uncrowded when we arrived, but starting to get busy when we left.

A tour of a typical Indonesian village wasn't what I expected and I found it fascinating. See pictures.

For good measure, we managed to take in a couple of small temples in the Borobudor area - first Pawon (Pawon pictures) then Mendut (Mendut pictures) before stopping at a silverwork factory. This was next to a restaurant where I had the set lunch (included in the tour price) all alone but for seven waiters and waitresses in an open-sided area arranged for about 200 diners! After checking out the handicraft shop and furniture warehouse, we carried on to my hotel for two nights, Joglo Plawang. I was "well impressed". Perhaps my Joglo Plawang pictures give an idea why, although they don't show the friendly and welcoming staff.

Connecting Flight at Jakarta

My flight from Dubai was almost three hours late into Jakarta, so I was despondent about my chances of getting to Yogyakarta that evening. I hurried off the aircraft and up the airbridge, looking for an Emirates ground representative. A man and woman from Emirates were waiting, the man displaying a board with the names of the connecting passengers, including mine. He surprised me by saying "The Yogyakarta flight is delayed", implying I might get to my destination that night after all. Since I was intending to purchase my visa on arrival, he told me to do so and he would meet me afterwards, as he hadn't yet 'collected' all his passengers. I followed the marked route to where a short queue led to two payment kiosks. 25 dollars US procured me a receipt which I then presented at the visa kiosk adjacent, where a girl stuck a self-adhesive visa in my passport and validated it. This part of the process was painless and accompanied by a lot of smiling which relaxed me a little.

I then entered the immigration hall where a few hundred people were waiting in a series of noisy queues. I joined the nearest line, wondering how long the process would take. Shortly, the Emirates representative appeared, crossed through all the queues and directed me through an immigration by-pass lane to wait with the other passengers he'd collected whilst he had all our passports validated on the special "Aircrew and V.I.P. lane". Then, he set off at a pace I had difficulty matching as he threaded his way through the various passenger halls. Eventually, we arrived at the Garuda check-in counters and I was issued with a boarding pass with 20 minutes in hand before the boarding time. Since my checked-in baggage had, to my surprise, been checked through to Yogyakarta at London I kept asking if my luggage would arrive with me. At first, I was given reassurances then suddenly he took my luggage receipt and sent his colleague to locate the bag. However, a series of radio messages brought the news that my bag could not be located. He cheerfully reassured me that the bag would at Yogyakarta airport by 7.00 a.m. the following day. Since the bag was currently lost and we could not even be certain it had made the first transfer at Dubai, I didn't share his confidence but there was no more I could do so I thanked the Emirates man and made my way to gate F4 for the Garuda flight.

At the gate, I was a bit worried by the young man from Garuda saying I wanted gate F3 and I pointed out that my boarding pass stated 'F4' but I made my way across to F3 where a sign said 'Yogyakarta' (without a flight number) and a lot of passengers were waiting. The girl there assured me I was in the right place. After ten minutes or so, I became a bit concerned - none of the waiting passengers had moved but a lot of people were appearing from one passage and going down what I presumed was the access to our aircraft. I asked another girl who said "No - you want gate F4". I gritted my teeth and went back to gate F4 where a different person confirmed I was in the right place and should board straight away. When I entered the aircraft, fortunately the hint of sarcasm in my voice as I asked if the flight was really going to Yogyakarta was lost on the cabin staff who were unfailingly courteous. The business cabin had 12 seats but only two were occupied on this flight. Long after the 8.00 p.m. announced departure time, Economy passengers were boarding and it was about 20:20 when the door was closed.

The push-back was quite exciting. We were propelled tail-first by a tug coupled to the nose-wheel in the usual way. But we were propelled over 300 yards on a curving taxiway at a higher speed than I remember experiencing before. I was quite relieved when the tug disconnected and we continued our taxiing nose first using our own power! Soon we came to a stand, then moved on a bit, then stopped. About ten aircraft arrived, half on what was to be our runway (25R), the other half on the parallel runway (25L). It was around 20:45 when we finally took off and the Captain announced that the journey should take 50 minutes. A simple but delicious snack meal, a Coca Cola and a cup of tea more-or-less restored my good humour. I normally carry some necessities in my hand baggage to cater for missing luggage but the lack of firm knowledge was a bit unsettling. In addition, with the Garuda flight being over 3 hours late into Yogyakarta, I could not be sure that I would be met.

In the event, guide, driver and car were waiting. I was told that this sort of delay is fairly common. We agreed that we would follow up on the luggage and my guide directed me to the office of the appropriate man. He took details and then located a printed message he'd received stating that the bag had not tranferred at Dubai (as I feared) but would be at Yogyakarta airport for ten o'clock the following day. My guide made arrangements for the bag to be collected and taken to my hotel for the second night - Joglo Plawang. After making these arrangements it was about 10:30 p.m. when we left a by-now deserted airport for the one-hour drive to my hotel for one night - the 'Saraswati' near Borobudur. I had no trouble getting to sleep when I finally got to bed!

Flying to Jakarta

The 777-300ER to Dubai was one of the most modern in the Emirates fleet. Lie-flat seat with all sorts of adjustments and back massage. Most confusing was the latest implementation of the ‘ICE’ entertainment system. They print it as “ice” using lower case and two font heights in the illiterate way of today’s marketing. The letters stand for information, communications and entertainment.

There’s a fairly large Panasonic flat screen touch-sensitive display, either fixed to the bulkhead in front (if you’re at the front of the cabin section, as I was) or fixed to the ‘shield’ around the seat in front. You can control the system by touching the screen prompts or there’s the customary ‘handset on an extending cord’ with audio and video controls on one side, telephone on the other side and a slot for a credit card (to pay for telephone calls). But what I’d not seen before was an extra passenger communication terminal fitted to the right of the seat. This is a fairly chunky touch-screen ‘book’ computer which is normally plugged into a docking station built into the seat. For take-off and landing, this locks itself in position but in normal flight pressing another button built into the seat releases the lock and allows the ‘book’ to be removed for ease of use, particularly when used as a games console. It took me a while to figure out how to drive the thing as the controls seemed a bit erratic but I was quite pleased when I managed to get the latest George Clooney film ‘Up in the Air’ running. It’s ‘video on demand', of course, so I was able to pause the film for a visit to the washroom. When I returned, the film started up again in the right place but without sound. Nothing I tried worked so I asked a cabin attendant for help. She failed, as did two of her colleagues, despite rebooting my seat position. It took about five minutes to finish the reboot and the video worked but still without sound. The startup messages were quite interesting – looks as if it might be a ‘Linux’ based system and certainly an nvidea graphics card. The senior attendant tried to synchronise the playback with the empty seat next to me and plug the headphones into that seat. Eventually, we decided I should move to the empty aisle seat and I watched the first half hour of the film until suddenly, with a ‘click’ in the headphones, the sound went off. The senior attendant regarded this as a challenge and did a reboot on that seat, after which I was able to complete my viewing without further problems.

We arrived at a Dubai covered in a heavy fog. There are two parallel runways designated 12/30. This means arriving from the north-west, you steer 120 degrees. In the other direction, the reciprocal heading is 300 degrees. ‘L’ and ‘R’ are appended indicating ‘left’ and ‘right’ (as you approach). We landed on 12R, which is 30L in the other direction. We arrived at a new and largely-deserted terminal I’d not been into before. I found my departure gate for my next leg and, with only a little backtracking, found the huge business lounge. I spent only a few minutes here, then it was time to board the flight to Jakarta.

The aircraft was a 777-300 with the earlier generation of entertainment system with individual screens which ‘pop up’from the arm of the seat. The system still has hundreds of channels and is ‘on demand’. It also has the slight advantage that it seems more reliable. 0nly after we’d completed boarding and closed up were we told that because of the weather airport capacity had been reduced and we would be departing 90 minutes late. So they served breakfast on the ground. In fact, it was almost three hours behind schedule when we got away, by which time my carefully-crafted itinerary requiring a third flight from Jakarta to Yogyakarta was shot. The purser told me there were eight connecting passengers on the flight who would be in trouble but he didn’t know how the station staff at Jakarta would handle the problem. So I tried to divert myself on the flight watching new release ‘2012’ (fine if you like CGI and banal dialogue), WALL-E (excellent but reminding me even more than I expected of ‘Short Circuit’) and 'Harry Potter and the Half Blood Prince.

We came in over the sea at Jakarta, just as it was getting dark. Somewhere between 50 and 100 ships, mainly of coastal vessel size, were moored just offshore, presumably waiting their turn. But I was more concerned with whether I'd ever meet up with my guide in Yogyakarta and where I'd get a bed for the night. It became a bit of an adventure but it turned out alright in the end.

Tuesday, 9 March 2010

East Again

On the left, my aircraft is readied for boarding, whilst behind an Air New Zealand flight takes off.

This has been a cold winter in England. Early yesterday morning, when I walked my dog Tai, my neighbour reported the outside temperature as minus 8. This morning, it had "warmed up" to minus one but it's still cold.

So you may understand why I find myself in the Emirates lounge at Heathrow at half past three on a dull afternoon, about to fly East in search of a little adventure (well, not too much I hope) and some warmth for these aching old bones. I worked until nearly noon in my office, failing (as I always do) to complete all the tasks I'd assigned myself. Marion arrived to collect Tai, for he too holidays while I'm away, joining Marion's dogs and cats. Then Alan whisked me south by car. We had a nail-biting ten minutes or so when, without explanation, all three lanes of the M40 came to a stand. When, much to Alan's and my relief, we re-started we passed a burnt-out car attended by a couple of police. We were a little puzzled as the fire was clearly not recent. The rest of the journey was without incident. Heathrow was fairly quiet but one of the advantages of a Business Fare is a separate check-in usually avoiding the horrendous queuing which has become such a feature of air travel. There's a 'Fast Track' security channel as well (no full body scanners yet - just the usual metal detector and X-ray for the hand luggage).

Emirates have a long, pleasant lounge overlooking the apron with very decent facilities forming an oasis of calm to help prepare for the long flight. My first leg is the EK030, 16:35 to Dubai. Emirates operate modern equipment so it should be a Boeing 777-300 ER (Extended Range, I think). At Dubai, I transfer to a later Emirates service heading further east to Jokarta, Indonesia.

That's all for now but I'll tell you more when I can.

Monday, 1 March 2010

Traffic Movements at Sedgeley Junction 1962-1963 (Part 5)

As described in Part 1, you can find the passenger timings here and the freight timings here. The original notes appear in italics with minimal editing, followed by my recent comments attempting clarification. The numbers in brackets have been added to assist in locating entries.

Sedgeley Jn. Sat 9th February 1963

(1) The ‘Cuckoo’ with a Class 5 and a banker goes up the Loop.
(2) We get Train Out of Section for 9V03 at 7.19 a.m.
(3) The banker off the ‘Cuckoo’ returns downhill, passing the Up Walsall.
(4) Dudley offers the Snow Hill as soon as we give ‘Train Out of Section’ for the banker and the train is almost stopped at our down Home before we can get him the road. The Snow Hill is DMU diagram ‘318’.
(5) The Down Walsall speeds by.
(6) On the Up, we get a ‘Special’ for Hartlebury making good time – 44873 off T34 with a train of slack, a BR brake and 48556 (off T39) banking.
(7) On the Down, a single unit (diagram ‘108’) forms the Dudleyport local.
(8) The Up ‘Western’ speeds by (diagram 312).
(9) Having banked the ‘Special’ to Dudley, 48556 (off T39) returns downhill light engine.
(10) The single car DMU rushes back to Dudley from Dudleyport.
(11) The Leamington follows Up to Dudley.
(12) The 8.15 Down to Snow Hill is diagram 312.
(13) The Up Walsall at 8.24 includes vehicle 56152.
(14) Because T47 is running late, the engine off T39 (48556) appears unexpectedly light engine on the Up, to pick up his train.
(15) The Walsall goes down.
(16) We take on the Up Walsall from Horsley Fields just as Dudleyport offers the Parcels. We refuse the Parcels.
(17) Dudley offers the Down ‘Western’. We accept the ‘1 pause 3’ and immediately offer him the Up Walsall ‘3 pause 1’.
(18) The ‘Western’ (diagram 108) speeds by down and the up Walsall is going well.
(19) Then we can bring the Parcels down from Dudleyport and get him the road to Dudley.
(20) On the down, we take on T39 engine and brake (1 pause 1 pause 3) for Great Bridge – with the road set towards Dudleyport, we’ve got the required clearance beyond our Home signal even with the parcels approaching.
(21) The parcels blasts up to Dudley with 46425, chimney leading, on two BG.
(22) T39 is almost stopped before we can set the road to Great Bridge and get him away. The brake van is an old, grey LMS type, apparently fully fitted.
(23) The Down Walsall runs by.
(24) Next, we have an up parcels – 46457 tender first dragging a BG and BR brake van. The Guard is not in the BG or the BR brake – he’s riding on the footplate.
(25) 8M37 (WR1) comes down. It’s a ‘Westernised’ class 8 with a variety of different wagons, and the usual loaded BBCs at the rear, heading for Norton Junction.
(26) A parcels is accepted on the down. Unsure of the destination, we offer it to Tommy Toombes at Dudleyport who does not take it immediately. As the train approaches, I notice the engine is facing Great Bridge so it’s apparently the last parcels on the up returning. We get the road down the main and away he goes, with the BR brake and the BG, apparently to be stabled at Great Bridge ready to form a parcels train on Monday afternoon.
(27) T47 goes up behind 48529 – open wagons, vans, plate wagons, Midland Tar Distillers tank wagons, a raft of coal wagons and an LMR brake. There’s an unusual banking engine on the rear – a Horwich ‘Crab’ brought out for banking duties today because there are three ‘Specials’ carrying slack to Stourport shown as additional:-
* 6.30 a.m. Great Bridge – Hartlebury
* 2.00 p.m. Great Bridge – Hartlebury
* 3.20 p.m. Hednesford – Hartlebury.
(28) The down ‘Western’ (diagram 328) comes to an impatient stand at our Home signal while we wait for the earlier Parcels to clear “down the bottom”. A little later, we learnt the reason for the delay by telephone. T39 was in Cashmores’, WR1 was at Great Bridge, being backed inside so as to let the Parcels through and the Parcels was held at Horsley Fields Junction. As WR1 was being shunted, it was noticed that the load of billets on a bolster wagon had shifted and was overhanging on the up side (so it was unlikely it would be seen at Sedgeley Junction, if the problem had already occurred before passing the box). It was decided that the offending wagon would be detached so that the train could proceed.
(29) The [up?] Walsall rumbles by – now including vehicle 56155.
(30) The up ‘Western’ passes (diagram 108).
(31) A ‘Black 5’, 44827, chimney leading, passes on the down. It’s believed to be the engine off the ‘Cuckoo’ which went up as I arrived, turned at Stourbridge.
(32) The Horwich ‘Crab’ which banked T47 up to Dudley returns downhill. It’s 42859, absolutely filthy.
(33) The 11 o’clock down is the diagram 108 ‘Bubble Car’.
(34) The Walsall goes up and the ‘Western’ is offered behind but no sign yet of the Parcels from Dudleyport.
(35) The Leamington goes down as the up ‘Western’ approaches the Low Level.
(36) T65 heads up the loop with 45329, vans, open wagons, tube wagons, vans, coal, one ‘Hybar’, a BR brake and the ‘Crab’ banking.
(37) Right behind, T63 goes up with a Stanier 2-6-0 (42979), a loaded ‘Trestrol’, bolster wagons, loaded plate wagons, empty tube wagons and a BR brake.
(38) At last, the Parcels is accepted from Dudleyport. Dudley accepts it ‘Under the Warning’, so that he can get T63 out. We bring the Parcels ‘Under Control’ at the Home signal, pull it ‘Off’ and display our bright green flag outside the window. The driver acknowledges with a ‘poop’ and opens up. The driver of 46425 waves as he passes with two 4-wheel vans, a BG with the West Indian guard leaning out, and a GUV-type van (as used all morning) at the rear.
(39) Before long, the Parcels Engine is passing on the down, returning to shed.
(40) WR2 is right behind on the down – a ‘Western’ 8F 48450 with ‘15 on’ comprising 16-ton mineral wagons with some 20-ton mineral at the rear: a mixture of empties, dross and coal with a LMR brake at the rear. He’s batting along with such a light load!
(41) The down ‘Western’ is taken on as we ‘knock out’ for WR2 – it’s diagram 312.
(42) The up ‘Western’ at 12.20 is the ‘Bubble Car’ (diagram 108) again.
(43) Having disposed of its train, the Stanier 2-6-0 off T63 trips down to Great Bridge, “Engine and Brake”.
(44) On the down, we take on a ‘3 pause 2’. It’s a train of ‘Pools’ from the Western - 44873 off the earlier up ‘Special’ rushing away with a long train of empty mineral wagons with a browny-black LMR brake bouncing at the rear.
(45) The Walsall local goes up to Dudley.
(46) At 1 o’clock, the ‘Western’ ‘Bubble Car’ goes back to Snow Hill.
(47) The up ‘Western’ at 1.15 is diagram 328.
(48) The down Walsall passes.
(49) After the Walsall, 48529 off T47 goes down. He’s been turned and is dragging the same LMR brake van with the grab-handles freshly painted white he took onto the Western earlier. Control grumbles that he was supposed to have loaded back!
(50) The 2 o’clock down ‘Western’ is diagram 328. I give ‘Section’ to Horsley Fields just as he gives me ‘2’ for the Up local and the two bell signals clash.
(51) The ‘Bubble Car’ goes up to Dudley.
(52) The up ‘Special’ gets in difficulties “down the bottom” by Dudleyport Low Level. Eventually, 48734 on the front draws level. Both driver and fireman are young. They grin and point the blame at their banker. However, checking the tension of the couplings down the train, the train engine is pulling 12 slack wagons and the ‘Crab’, now in better circumstances, is pushing 15 slack wagons and the BR brake. The banker slips once, just for a moment, on the facing points leading to the loop.
(53) The 3 o’clock down ‘Western’ is the ‘Bubble Car’, once again.
(54) T65 [down] has a string of ‘Pools’, an LMR brake and a WR brake.
(55) WR1 on the up has 48459 with glands blowing, coal wagons, slack wagons and a grey-painted LMR brake. Once again, the ‘Crab’ is assisting and makes a slight slip just outside the box, much to the amusement of the fireman on the ‘Crab’.

Sedgeley Jn. An Evening in February 1963

(1) 50460 Dudley end of local.
(2) 6.30 p.m. Wolverhampton – Burton is a 2-6-0 tender first with a British Rail 1st/2nd Composite and an ER Brake/2nd Composite!
I don't understand this working at present.
(3) The up ‘Western’ is a single unit.
(4) T34 passes on the down – a Class 8 tender first with 8 Vans (including one Long Wheel Base) and a BR Brake.
(5) The Leamington Parcels rushes uphill at an unaccustomed speed.
(6) The 7.0 p.m. down Snow Hill is a 3-car set.
(7) The down Parcels is a 2-6-0 chimney-leading with two ‘BG’.
(8) The up Snow Hill at 7.30 p.m. is the ‘Bubble Car’.
(9) The down Snow Hill at 8.0 p.m. is the ‘Bubble Car’ returning.
(10) T47 really blasts the sky with his exhaust, making noise and with the drain cocks open. The train is vans, ‘Conflats’, empty mineral wagons, another van, coal empties, various loaded coal wagons, an empty ‘Hybar’, a long wheel base tube wagon and an LMR brake. A ‘Class 8’ is assisting.
(11) The Parcels Engine follows up and stands at our up Home for a moment before we can get him away to Dudley.
(12) The ‘8F’ bank engine off T47 returns downhill to Great Bridge.
(13) A ‘Class 8’ takes T63 up – vans and eight open wagons with a BR brake.
(14) As T63 plods uphill, the Parcels Engine takes a single short utility vehicle down to Dudleyport. Soon, the Parcels Engine returns and we get him away to Bescot Light Engine, holding a down Engine and Brake for a moment.
(15) The Engine and Brake is T63, propelling his brake to Great Bridge.
(16) The single unit ‘Western’ goes down.
(17) The Walsall grinds up to Dudley, re-appearing on the down soon after.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 4)

As described in Part 1, you can find the passenger timings here and the freight timings here. The original notes appear in italics with minimal editing, followed by my recent comments attempting clarification. The numbers in brackets have been added to assist in locating entries.

Sedgeley Jn. Sat 29th December 1962

(1) The first two Down ‘Westerns’ are 3-sets.
(2) The LM Parcels goes Up with a Class ‘A’ headcode
(3) Walsall goes Up.
(4) Parcels goes down, with a red electric tail lamp on the right and a white light still lit on the left. (No headlamps on, of course).
(5) Walsall goes down.
(6) Dudleyport passenger goes down.
(7) Busy at 8.11 a.m. ‘Is Line Clear?’ from Horsley refused while we take the Local off Dudleyport, but then accept a ‘1-3-1’ off Horsley.
(8) We take a LE off Dudley, then offer him the Dudleyport local. The LE is a Stanier 2-6-0 with a Fowler tender, tender first to Great Bridge, reported as T39.
(9) The late ‘Western’ follows the light engine down.
(10) The parcels, 3H47, scoots by on the Up.
(11) Last Up ‘Western’ was ‘Swindon’; 8.0 a.m. was a different 3-set.
(12) T47 is offered on the up although the following Walsall has already departed.
(13) First the parcels comes off the Dudleyport branch with the 2-6-0 dragging one short, panelled LMS bogie parcels vehicle.
(14) T47 comes up ‘in the teeth of’ the Walsall, 44914 on the front priming badly with the young fireman at the controls. He rumbles past, the engine losing its feet occasionally, dragging 3 sheeted mineral wagons, 5 Conflats with cement containers, 1 sheeted mineral, 3 Conflats with cement containers, 2 sheeted wagons, 2 mineral wagons of coal, 2 open wagons, wooden, sheeted, one 20ton double side-door mineral wagon (empty), 2 more wooden sheeted wagons, 13 Midland Tar Distillers tank wagons of various designs, 1 low steel wagon, 1 open wagon, brake van and 42957 on the back (T39 on a banking turn).
(15) The Walsall comes Up right behind the freight and shortly returns to Walsall.
(16) T39 passes tender-first for The Port with 1 mineral wagon loaded with scrap, 2 4-wheel vans and a WR brake. Having detached, T39 returns from Dudleyport propelling one and the brake. He stands on the Up Main, holding up the Up Walsall, while the Parcels engine with one ‘BG’ goes down to Dudleyport. Then we get T39 away to Great Bridge allowing us to pull off for the Up Walsall.
(17) After a break, the Walsall comes up and the ‘Western’ goes down.
(18) ‘Western’ goes Up with the Parcels hard behind, 46456 with a BR bogie full brake and a panelled full brake, getting in a bit of difficulty. Having left its train at Dudley, the Parcels Engine returns light to Bescot.
(19) T65 is put on the block, reported as “31=45 Stourbridge” The train passes with 48514 slipping like mad at the front and the banker 48256 propelling almost the whole train on occasion. It’s a long train of coal with an LMS brake van at the rear. The crew on the banker have tied a bit of sacking across the cab side sheeting on the driver’s side as a ‘dodger’, to keep out the worst of the cold wind.
(20) The ‘Western’ goes up at 12.18 without a Line Clear (Thank you Dudley East!).
I presume this means he acknowledged the 'Is Line Clear?' but forgot to 'peg' 'Line Clear'.
(21) T47 returns downhill on a long train of empties.
(22) 48478 takes an LMR brake down – reported as WR2.
(23) 48430 takes a long train of empties – WR1 running out-of-path with an LMR long-wheelbase brake van painted in Bauxite.
(24) Following the Down Local, T65 rushes past with a long train of ‘Pools’ for Norton Junction with a WR brake van (although he’d earlier gone up with an ‘LMS’ brake van).
(25) Dudley had suggested running T65 in front of the local but in the end the passenger was despatched first.
(26) The Up Western is a single car ‘Bubble Car’ dragging (and multipled with) half a twinset.
(27) ‘WR2’ (8V06) comes up with about 25 Slack. 48478 is on the front and 48256, working well, is banking.
(28) The Up Walsall is right behind 'WR2' and is slowed but not stopped.
(29) The 3.0 p.m. Down to the Western is the half twinset and Bubble Car.
(30) T63 comes up with 6 Dudleys, a ‘H.D. Brake’
(whatever that is) and a BR Standard Brake (the Banker had no tail lamp).

Sedgeley Jn. Sat 12th January 1963

(1) 43112 goes down to Dudleyport light engine, holding the down 2-car DMU at our home.
(2) Because of poor communications, we first pull off for the DMU Walsall direction but eventually sort it out and send the DMU to Dudleyport.
(3) The Walsall local goes Up, followed by a Western 3-car DMU.
(4) 48680 goes down at 8.06 a.m.
(5) The Dudleyport local makes its way back to Dudley, followed by the Walsall Parcels.
(6) The Parcels comes from Dudleyport very late.
(7) 45146 (the engine off T39) goes down.
(8) Anxious to get the Up Parcels moving, we incorrectly turn the Parcels Up the Loop before the Up Leamington has come to a stand. Oops!
(9) The parcels is 43112 tender first with one 4-wheel Fruit Van, two 4-wheel vans, one Long Wheel Base Van and one 4-wheel van – no accommodation for the Guard!
(10) The Up Walsall is 56158 at 9.03 and he goes Down at 9.13.
(11) 56160 is the Up Walsall at 9.19, Down at 9.27.
(12) The Walsall is followed by a light engine happily toddling along two and a half hours late for Wolverhampton via Dudleyport!
(13) The ten o’clock Down is a 3-car set.
(14) 56160 appears again at 10.16 on the Up Walsall.
(15) The Up ‘Western’ is a single unit, trailing half a twin.
(16) ‘47’ comes up with 48769, cement opens, loaded Plate wagons, coal and sundries, LMS Brake and T39 banking, the whole train going very slowly. As he goes away from us, the train engine whistles and opens up but as the rear of the train passes the box, the Banker’s still just plodding along.
(17) 48515 at 10.58 is the engine off the ‘Cuckoo’, heavily frosted up at the front end.
(18) The following Western is a single car DMU.
(19) The 11.0 Walsall is 56160 again.
(20) On the Down, T39s engine is tender first with five Brake Vans, six Single Bolster wagons, two Mineral Wagons carrying turnings, a Bolster wagon and LMR Brake.
(21) T65 goes Up with a ‘Black Five’, a mixed train with coal wagons and a brake van carrying a tail lamp.
(not sure why the tail lamp is commented unless it means tail lamp but no side lamps).
(22) The Up Parcels is a 2-6-0 tender first with one Long Wheel Base 4-wheeler and two ‘BG’.

Sedgeley Jn. Sat 26th January 1963

(1) The Derby – Bristols comes Up at 7.2 a.m.
(2) The ‘Cuckoo’ is still in the Up Loop at Dudley and WR3 is held at Great Bridge.
(3) T65 runs downhill with 55 empties. No sign yet of the Parcels Engine.
(4) 48725, with a tiny ‘Fowler’ tender, backs gently Down at 7.40.
(5) The Down Dudleyport Local is a Western 3-car set.
(6) The Down Walsall at 8.12 is the 7.37! (Up?).
(7) WR3 comes Up from Great Bridge and goes Up the Loop, 48424 blowing steam, frozen power station slack, LMS piped brake, banked by 48725 with worn motion clanking away.
(8) The Up Western is Diagram ‘105’.
(9) Our somewhat late Parcels Engine follows – 2-6-0 46421 with a full tank of water
[presumably slopping everywhere] bustling Up to Dudley to pick up his guard.
(10) The 8.30 Down ‘Western’ is the 3-car unit which worked the Dudleyport service earlier and labelled Diagram ‘345’.
(11) Up Parcels goes by at 8.58 with two 4-wheel vans, one Long Wheel Base van, one BG and another Long Wheel Base van.
(12) 310 goes Down – he’s just coming round the corner as we get the home off.
(13) T47 goes Up with 48734, 34 for Round Oak, 7 for Stourbridge a BR Brake Van with a spare tail lamp because 44714 off T39 is banking.
[The tail lamp of the main train should have been removed to indicate to signalmen that there was a bank engine]
(14) The Walsall Parcels follows Up and comes to a stand. We draw him up to the box at 49, then get him away to Dudley.
(15) Engine on the Down is T39.
(16) The ten o’clock ‘Western’ is a ‘Swindon’ 3-set.
(17) Diagram ‘310’ goes Up behind the Walsall at 10.21.
(18) Down engine at 10.44 is 61018, off the ‘Cuckoo’!
(19) 48410 (balanced drivers and modified for WR) takes a dozen wagons (including two BBC loaded with steel) and a BR Brake Van downhill.
(20) The 11 o’clock DMU is diagram ‘310’. We didn’t get the distant off for him because Dudley East seems to be forgetting to send ‘Section’ for Down trains, for some unknown reason.
(21) 48255 goes Up with vans, Conflats, scrap, coal, vans, coke and an LMR Brake painted Bauxite and 48529 (T63) banking.
(22) The parcels is offered to Dudley on the Up Main but he takes it ‘Permissive’up the Loop (2 pause 4 pause 2) although it sounds more like ‘4 pause 2’. The train is two 4-wheel vans, a ‘Siphon’ and a BG. He goes up the loop ‘Under the Warning’.
(23) The late-running Walsall follows up the Main.
(24) The ‘8F’ off T63 returns downhill, light engine, passing the up Walsall.
(25) The next Up freight is accepted permissive up the Loop (this time we get ‘2 pause 4 pause 2’) after just coming to a stand at our Home. It’s 48259 with three mineral wagons of scrap, one mineral wagon with coal, three plate wagons, two tube wagons, two vans, private owner coal [?] and an SR brake van.
(26) The Down ‘Western’ is cancelled and a ‘1-4’ freight is put on the block. It’s the engine off T47, scurrying to Bescot with about 15 on, including loaded bolsters.
(27) The following ‘Western’ is diagram ‘302’ and, like most of the ‘Westerns’ today, is a 3-car DMU.
(28) ‘WR2’ passes with 48450 (another ‘Westernised’ class 8) and a WR ‘Gondola’ Brake Van.
(29) Meanwhile, diagram ‘310’ goes up at 12.27.
(30) The Parcels Engine passes on the Down for Bescot, with T63’s engine right behind.
(31) The second Up ‘Western’ is a 3-car DMU, made up of two ‘Swindon’ driving cars sandwiching a WR suburban DMU trailer.
(32) The 1 o’clock Down is Diagram ‘310’.
(33) The Up ‘Western’ at 1.18 p.m. is a single-car DMU, diagram ‘108’.
(34)48265 (off T65) nearly comes to a stand behind.
(35) The 2 o’clock down is diagram ‘108’.
(36) The Up ‘Western’ is diagram ‘310’.
(37) ‘WR1’ goes Up, 48410 with power station slack and an SR brake, banked by T63.
(38) The following Walsall is stopped for a while.
(39) The following ‘Western’ (the single unit, diagram ‘108’) is slowed.

More Notes follow in the next part of this series.

Saturday, 20 February 2010

Traffic Movements at Sedgeley Junction 1962-1963 (Part 3)

Previous part.

Sedgeley Jn. Sat 22th December 1962

Night work on the bank!

Some amateur sound recordings were made on an EMI tape. I'm not sure whether they have survived.

(1) Shortly after midnight, the tanks for Cardiff struggle up the bank behind the usual Standard Class 9, making poor going after stopping at Great Bridge for water. This is 4V30 10.38 p.m. Empties from Soho Pool to Cardiff Bute Dock. It was always good to see a '9F' at work and sometimes, given a clear run, the driver would really "go for it" up the bank - but not on this occasion.
(2) T65 follows up “37 and Stourbridge”. 48762 is on the front and the Banker is 48335 off T63, dragging a Western brake van. Dudley’s taken him up the loop and the alert Guard in the Western brake has turned his one sidelight to white before he passes the box.
Freight trains, of course, normally carried one red tail lamp and two red side lamps. If the train had passed to a parallel line (such as here, up the Third Line) the lamp nearest the main line would be turned to white, so as not to 'spook' a following train on the main line.
(3) Later, T63 comes down, engine propelling the brake with two white sidelights now acting as headlamps. (Not on tape).
(4) Empties from Round Oak to Norton Jn. roll downhill behind 48713 (mis-described in the ‘Is Line Clear?’). (Not on tape).
Different classes of freight train had different 'Is Line Clear?' codes (such as '3', '3-1-1', '1-4', '4-1').
(5) The ‘Gloucesters’ hurl themselves downhill at a frightening page, behind a Fowler ‘4F’ that makes a terrible din with its motion shaking at such speed. (Not on tape).
(6) Next, a Stourbridge – Bescot train rumbles past with steel, slack, coke and an L.M.R. Brake with an ‘8F’ in charge.
This would be 8M40, booked 11.25 p.m. from Stourbridge.
(7) Following, and almost ‘slacked’, a ‘Class 9’, burning up the brake blocks on twenty long-wheelbase tank wagons.
5M71, the 6.10 p.m. Cardiff Bute Dock to Soho Pool (loaded).
(8) Next, the ‘Cuckoo’ Eckington – Round Oak reported as “24 equal to 36 for Square Elm; I mean Round Oak” – 9V03 with 48189 on the front and 48766 pounding away at the rear (on tape).
Even in the middle of the night, the gag about 'Square Elm/Round Oak' is trotted out. A train like this, working hard, with the glow from the engine fireboxes lighting the scene provided a wonderful experience.
(9) The Down Light Engine is stopped 6 minutes. The friendly fireman says the engine is T32.
Horsley Fields Junction was closed at night, so the block section was Sedgeley Junction - Great Bridge. If Great Bridge was "doing a shunt", he often had to refuse an offered down train for a few minutes.
(10) T65, turned, is stopped 2 minutes returning downhill with his brake.
(11) The Up ‘Western’ goes Up the Loop to get out of the way of the Derby Parcels. Train engine and banker are Class 8s. Banker is reputedly T54 and without a tail lamp showing. (on tape).
(12) Down engine is 48402 tender first with an LMS brake van, to work WR4 back to the Western.
(13) The Derby reputedly has an open door and we are to stop him. 3V13 with D103 on the front. Tom goes down to examine but finds nothing. The long train restarting is on tape.
(14) WR4 comes up without a banker. 47 sticks. We get him moving.
(15) The Parcels engine clanks behind.

That was the end of the 'Night Shift'. Before I leave the box, Dudleyport says there’s a fishplate broken and the Up Line is blocked, necessitating diversions.

Sedgeley Jn. Mon 24th December 1962

(1) Up parcels is 3 full brakes and a 4-wheel van.
(2) Then first up ‘Western’; Leamington.
(3) T39 is reported with 11 wagons (50 pigs) for Palethorpes. When the train arrives, it's 44910 on 12 (!) cattle wagons and an LMR brake.
(4) Dudley cannot accept the following Walsall for a minute because his home is sticking off. The Walsall is two twinsets.
(5) The Engine and Brake is out of Palethorpes' at 8.42 a.m. and stands on the Up Main until the Down Walsall has passed, still with 4-cars. The Guard off the EBV signs the book.
(6) The 9.0 a.m. Down is a single-coach diesel and the pigs are already going to the factory, prior to slaughter.
(7) 46430 goes tender-first to Dudleyport for another parcels.
(8) Up Walsall at 9.15 is a twinset and goes Down a few minutes later with the driver (9) Gets busy as the Parcels goes Up from The Port with a 4-wheel van, full brake, 4-wheel van, full brake and an ER full brake.
(10) T39 charges Up to Dudley with ”11 and the brake”, coal, one Plate wagon, open wagons and vans.
(11) Meanwhile, a ‘4-1’ approaches on the Down - 8M37 with a Class 8 and the usual tubes, scrap, bars on Plate wagons and coke.
(12) ’312’ comes off the Dudleyport branch; 42659 bunker first with 3 Palethorpes vans, 6-wheel, 8-wheel, 6-wheel.
(13) Ten o’clock down is the single-coach Western diesel with the driver wrapped up in an overcoat and flat hat.
(14) The parcels goes down to Dudleyport High Level with 3 bogie vehicles.
(15) Up ‘Western’ and Down Walsall pass.
(16) ‘312’ has been waiting to come out of Palethorpes' since 10.8 a.m. Eventually, we wiggle ‘312’ out to stand on the Up Main outside the box. Then, by setting the road to the Up Loop, we can accept 47. Finally, ‘312’ departs light engine for Bloomfield Junction having waited 16 minutes all told.
(17) Once '312' has departed, we get the road for 47 up the Main. - 44805 with Pallet (concrete), sheeted open wagons,open wagons, empty mineral wagons, a loaded ‘Trestrol’, 4-wheel vans, eight Midland Tar Distillers tanks and a banker.
(18) T65 follows Up with 20 mixed wagons. The banker is 45180 – must be T63!
(19) At 10.55, 46430 drags a WR bogie van and a BG (labelled Parcels Mails Kilburn) to Dudley at good speed. Soon the parcels engine returns on the down, Light Engine for Bescot MPD.
(20) Up ‘Western’ precedes the Walsall.
(21) Dudley offers a ‘1-3-1’ and gives a nice ‘2’. Parcels goes down and Walsall comes Up.
(22) Down EBV is T47 returning.
(23) Down Walsall at 1.16 p.m. has the Guard’s Door swinging in. The Dudleyport Inspector is asked to check and Horsley Fields box is is advised.

That was the end of my 'early turn'.

Friday, 19 February 2010

Traffic Movements at Sedgeley Junction 1962-1963 (Part 2)

As described in an earlier post, you can find the passenger timings here and the freight timings here. The original notes appear in italics with minimal editing, followed by my recent comments attempting clarification. The numbers in brackets have been added to assist in locating entries. Let's dive straight in on a short evening session.

Sedgeley Jn. Sat 8th December 1962

(1) Up 'Western' is a ‘Prairie’ and 4 corridor stock at 6.15 p.m. The railways might have been Nationalised but most railwaymen retained their previous tribal affiliations, so passenger trains to and from the Western Region at Horsley Fields Junction were usually referred to as 'Westerns', like some alien intruder. The LMR service between Walsall and Dudley was referred to as 'the local' or (irrespective of direction) 'the Walsall'. Almost all regular passenger workings through Sedgeley Junction were operated by DMU, but there was a commuter working into Snow Hill from Brettel Lane in the morning with a return in the evening which was steam-hauled. I never quite got used to the sight of a Swindon 'Big Prairie' on what I thought of as an LMS route.
(2) Up 'Western' in at 7.29 p.m. and Horsley Fields “closes”. This local from Snow Hill was a DMU. The quotation marks around 'closes' suggests that this was a case of the signalman slipping out of the box for a while unofficially.
(3) Later, Dudley “closes” saying “If you get any rubbish, sweep it up the Third Line”. Again, this is an informal closure and we are being encouraged to put any up train which should appear on the Up Loop without obtaining a 'Line Clear'. Since there were no block controls on the signals at Sedgeley Junction, such unofficial working was possible.

Sedgeley Jn. Sat 15th December 1962

(1) The first two down 'Westerns' are ‘Swindon’ 3-sets.
(2) The Walsall up at 7.33, down at 7.43 is a Met-Camm twin-set DMU.
(3) Up parcels at 7.45 is a LMR ‘Weasel’.
'Weasel' is a bit of local humour -rhyming slang for a 'diesel' - actually a DPU.
(4) T47 for Stourbridge is refused up the Loop, so goes Up Main with an 8F, holding up the Dudleyport dead slow. The Down Parcels is held 7 minutes, then run off the Local, holding the down 'Western'. It's around 8.00 a.m. Once T47 has passed the 'Clearance Point' on the Up Main (a quarter of a mile beyond our Up Home), we can let the passenger train approach from Dudleyport. T47 has to clear Dudley East before he can give 'Line Clear' for the passenger and we can pull off our signal.
(5) T39 up is a ‘Black 5’ facing Dudley.
(6) Down LE is the engine off ‘222’ (9V03) – an 8F facing Bescot (not the banker returning downhill as first thought).
Note the use of both the 'old' trip number (222) and 'new' four-character reporting number (9V03).
(7) The Up Walsall at 9.0 a.m. is a ‘Gloucester’ unit. No sign of the Metro-Camm.
(8) The Parcels follows up, engine facing Dudley with four 4-wheel vans and the usual bogie vehicle. The Parcels is almost stopped, waiting for the road, and has trouble getting away.
(9) 8M37 on the down is a Class 8, sheeted wagons, odd metal and coke.
The 8.25 a.m. Stourbridge - Bescot.
(10) T39 to Dudleyport follows the local. ‘Black 5’ tender first, two vans, 16-ton mineral wagon with scrap and a B.R. brake. Having dropped the two vans at Dudleyport, he returns propelling the scrap and brake, stops on the Up Main while we get the road and pull the crossover, then departs for Great Bridge.
(11) Control informs us that T47’s engine is returning to Great Bridge with his guard, to work a second train onto the Western before finally loading back.
Birmingham Traffic Control both issued information and collected details of how trains were running. Control was usually referred to, ironically, as the "College" (as in "College of Knowledge")
(12) The Up Walsall at 10.09 is the ‘Gloucester’ unit.
(13) The Down Parcels is the 2-6-0 tender first with his bogie van, having dropped the 4-wheelers. The Guard is on the footplate, drinking tea!
(14) The Down Walsall is the ‘Gloucester’ unit.
(15) The Up at 10.40 is ‘phoned through as “T63 with 14 Dudleys”.
(16) The Up Parcels following is two 4-wheel vans and a bogie van. When he returns on the Down, he stops to deliver a new kettle for the box!
(17) T63, returning to Bescot, follows the Parcels and is just slowed as we wait for Horsely Fields to "Knock Out" for the Parcels.
Giving 'Train Out of Section' was usually called "Knocking Out".
(18) Control says “65 is running and loading back with Pools to Norton Junction”. 9T65 comes up with an ‘8F’ and T63 banking. He goes into the Up Loop because he’s right in front of the Up 'Western'.
(19) Down light engine is off the Parcels (?)
(20) The ‘1-4’ on the Down has six and the brake. Control says “It’s 8M39 with 63 behind”.
(21) No sign of T47 as yet. Great Bridge have a special and WR1 (8V04), we’re informed.
(22) At last, T47 comes Down with a long train of empties.
(23) WR1 comes up with a banker and is taken Up the Main by Dudley. The load is 34 equal to 40 for Stourport. It’s 16-ton mineral wagons with power station slack.
(24) Now, the plan is for T35 to work the Great Bridge – Stourbridge Special, instead of T47.
(25) The Up 'Western' at '39 is held for a minute at our Home, while WR1 clears.
(26> The Great Bridge – Stourbridge ‘Special’ comes up, T35’s engine on the front, “Equal to 40 of coal” and T63 banking.
(27) The 2.0 p.m. Down 'Western' is augmented to two 3-car sets.
(28) T65 returns to home metals, the ‘8F’ hustling a double-braked train of empties to Norton Junction.
(29) T65 passes WR2 (8V06) on the Up, laboriously dragging "37 equal to 40" of coal and slack for Stourport.
(30) The following parcels from Walsall comes to a stand while Dudley is getting rid of WR2. It’s a grimy Standard 2-6-0 with an ER standard bogie parcels vehicle and a long wheelbase ‘Insul-Fish’ labelled ‘PARCEL MAILS’.
(31) T63 comes down with 44840, 3 vans and a BR Brake for Bescot.
(32) The driver on the Walsall Local is now quite friendly, exchanging greetings each time he passes.
(33) The parcels returns Down but we’re not sure where he’s for. We pull off for Walsall and away he goes with the ER bogie parcels van, having left the ‘Insul-Fish’ at Dudley.
(34) When we do get the expected Dudleyport Parcels, it’s the DMU off the ‘Walsall Local’ piled high with mailbags.

Sunday, 14 February 2010

Traffic Movements at Sedgeley Junction 1962-1963 (Part 1)

There are earlier posts about Sedgeley Junction:-
14-Feb-2008
19-Jun-2009

We're attempting to reconstruct events over 47 years ago, so personal memory is a rather unreliable guide.

Working Time Tables of the period are a valuable starting point and there's some information linked to a post on Railway Working Time Tables.

Completed signal box Train Register books can give a mass of information but I have none. What I did have back then was my own Train Register book in which I copied the details from the official Train Register each time I was unofficially working the box. The 'Remarks' column would have explanatory notes to clarify what was going on. Tragically, this book is missing.

I also had a series of notebooks in which I would write more detailed explanations of the movements. Spurred by the interest of my friend Phil, I've recently located one of these notebooks (written with a fountain pen), covering my visits to Sedgeley Junction between December 1962 and June 1963. The notes frequently refer to times in the Train Register (which we don't have) so interpreting these notes is not straightforward but, putting together the Working Time Table pages and these notes, we'll get a better picture of events.

A major contribution has been made by Mike Hollick, who had already produced a 'Sedgeley Junction WTT Simplifier' for the period of interest. He has kindly given permission for this to be incorporated in the work.

So, all I have to do now is transcribe the notebook and write an intelligible description of the movements. Watch this space.

You can find all my posts describing Traffic Movements on the South Stafford Line and the Stour Valley Line in the steam era here.

[Link to all 'Traffic Movements' posts added 10-Nov-2015]

Railway Working Time Tables

A typical timetable page: Weekday passenger workings from Dudley to Rugeley and Burton-on-Trent

Sooner or later, most railway enthusiasts gain an interest in Working Time Tables (WTT). These are the non-public time tables that regulate the movement of both passenger and freight trains. I've collected a few different timetables from the late '50s or more recent periods, mainly covering the West Midlands.

It's a major task to copy these timetables and make them available for general study, but I've made a small start and will extend this as possible. I was finally spurred into action by the Slideshow at Brewood Hall. A number of my friends have an interest in the South Stafford Line, so I decided to start with the timetable pages covering this section. I also located one of my lost notebooks describing movements at Sedgeley Junction in late 1962 and 1963, so this determined the required date of the timetables. The link below will take you to the freight timings for the preceding period (I don't have a copy of the timetable for exactly the right period) and the passenger timings for the correct period.

Alternately, you can view these two Abstracts on the 'Scribd' document site, where you can view, print, or download in 'PDF' format. The links are below:-

The passenger timings are here.

The freight timings are here.

My own other area of interest is the Stour Valley Line, in particular the section from Dudley Port to Wolverhampton and I've now made the 1962/1963 Passenger Working Time Table available as two documents, one for Down trains, one for Up trains. These are also on 'Scribd':-

Down trains here.

Up trains here.

[Stour Valley Timetable Pages added 3-Mar-2010]

Slideshow at Brewood Hall

L to R: John, Phil, Keith, Ian, Mike, Natalie

I have made a number of friends through people getting in touch after reading posts about my recollections of the steam railway era. Recently, my friend Phil arranged for Keith to give a slideshow on 12th February 2010 to a small group of interested people. Keith presented a collection of 35mm slides he has recently acquired depicting steam/diesel/electric traction dating mainly from the 1960s onwards taken in the West Midlands. Present were Natalie, Keith, Phil, Mike, Ian, John and Jan.

All the slides were of great interest but I can't resist showing below a personal favourite (re-photographed from the screen). The original was taken from Tipton Owen Street signal box on a murky day and shows a 'Jubilee' on a down express passing the goods shed.

Later in the evening, Ian used his laptop computer to show some of his photographs of Norton Junction and the South Stafford Line. Jan had provided a computer projector which worked perfectly earlier in the evening but (of course) decided to fail when re-connected to Ian's computer, so everybody congregated around the laptop.

Ian showing some of his collection

The evening was a good opportunity to discuss arcane matters of mutual interest including signalling, working timetables and our lost railway infrastructure.

There's a small collection of pictures here.

Thursday, 11 February 2010

Progress on Harvesting at Ty Gwyn

The Forwarder at work collecting Logs

Earlier reports 11th November 2009 and 8th December 2009 outlined the start of timber extraction at the Ty Gwyn woodland. December 2009 and January 2010 brought extremely hard winter conditions to many parts of Britain and production was held up by heavy icing on the steep access road.

I made a further visit on the 11th February 2010 to meet the Forester now responsible for the plantation, Rob MacCurrach, and look at the work in hand. Using modern techniques, only three people are engaged in timber extraction - the Harvester driver, the Forwarder driver and the Road Haulage driver. The Forwarder was working near the loading point and Rob was able to discuss progress with the driver.

The Timber Truck parks alongside the stacked logs, prior to loading using the on-board timber crane

The empty Timber Truck arrived after a few minutes - a huge 'Scania' 6-wheel tractor with a 6-wheel articulated self-loading timber trailer. One axle on the tractor and trailer was jacked-up, so that it was operating as an 8-wheel rig.

Rob and I then walked to to where the Harvester was being operated by Peter. I learned that five different types of log were being produced (according to diameter and cut length) plus occasional 'specials' requested from the Mill receiving the timber.

Detail of the H73e Harvester Head

The Harvester is fitted with the Ponsee 'H73e' Harvester Head (see data sheet) which can handle trunks up to 730mm diameter. It's amazing to watch the Harvester at work. In around a minute, a mature Sitka can be felled, de-limbed, cut into the required lengths and neatly stacked for later collection by the Forwarder.

Pictures showing the Harvesting operation are here.