SRT: Hin Lap Station and Curve + Dong Phraya Yen Pass
After spending 3 hours at Kaeng Khoi Junction and a 30 minute ride on the 05:00 DMU service to Khon Kaen I arrived at Hin Lap station. When I arrived at Hin Lap it was still quite dark with only dull pre dawn light beginning to show to the east of the station. Photography conditions greatly improved over the next 60 minutes as the sun rose.
A little background on Hin Lap Station and curve.
Hin Lap station is located about half way up the Dong Phraya Yen Pass. On the busy Ubon Ratchathani Main line that links up some of the most densely populated parts of the Issan region home to close to 30 million people.
Hin Lap station doesn’t have any connecting transport services, the road outside the station is just made of dirt and mud. Hin Lap has no shops or food, there is no town water the people at Hin Lap rely on rainwater stored in large drums and ceramic jars for their water supply. This is a location that you must bring everything you need with you from food and water to soap. There is a very small and sparsely populated village close to the station. In the mountains north of the station is a temple with almost inaccessible caves where some monks stay.
The stopping train frequency at Hin Lap station is very low. The train is the only way in and out by mass transport no alternative bus or truck services exist.
From Bangkok departs at: 05:28 (ex Kaeng Khoi), 14.33, 18.51
To Bangkok departs at: 11:08, 17:23, 19:48 (terminates at Kaeng Khoi)
The 1st half of the Dong Phraya Yen Pass is more spectacular and mountainous than the second half due in part to retaining most of its thick forest cover. However it is not a pristine clean environment due to the massive TPI cement mine and cement products factory located just 3km down the line from Hin Lap station. This cement factory often sends thick clouds of orange dust billowing across the Hin Lap area. At times during the day blasts from mining operations can be heard.
Hin Lap station is located on a double curve which was cut into the side of the mountains back in 1898 when this section of the Ubon line was built. In 1965 the TPI cement company opened its mine and factory which also included a 3 km long system of private rail sidings that start right in front of Hin Lap station. The rail access to the TPI sidings is via the loop at Hin Lap station.
TPI cement have their own Chinese built locos which regularly run up and down the 3km long line preparing cement wagons to be shipped out by SRT rail at a later time.
The view from the sidings and kaeng Khoi end of Hin Lap station offers some spectacular views of the mountains and the double curve of the main line. This is where I spent the next 8 and half hours photographing SRT and TPI trains.
Hin Lap Station (144.29 km) at 5.30 am.
1. This is a shot looking east along the platform at Hin Lap. Taken about 5.30am in the pre dawn light.
2. This is a shot of the signal control board inside the station building at Hin Lap station. Note the black lines at the top these represent the TPI private sidings. The red phones are to contact the next signal control box either up or down the line.
14. This is a short movie showing the SRT loco 4527 on its way to collect the cement wagons. Also can be seen is TPI loco CK5004. Note how the TPI staff member is hanging out the door.
15. This is a picture of TPI loco CK 5004 on its way back down to the main cement plant 3 km away. Taken looking towards the Hin Lap curve.
16. This is an image of SRT loco 4527 on its way out of the TPI yard with a Bangkok bound cement train.
17. This is a shot of the same cement train as it prepares to shunt on to the main line to re enter the SRT system. Note the TPI staff member hanging off the back of the train.
19. This is a short movie of SRT 4527 as it hauls the cement train down the steep grades of the pass and as it passes though the Hin Lap curve.
21. This is another angle on the Bang Sue bound cargo train. Taken as it runs though the platform road at Hin Lap. SRT loco number 4023. Loco type older GE.
25. This is close up shot of the Daewoo DMU as it rounds the second curve at Hin Lap station.
33. This is an image of SRT loco number 4153 imitating a steam engine as pulls away from Hin Lap station belching out a massive cloud of black smoke.
37. This is a close up shot of the TPI loco number CK 5005 as it rounds a curve in the rail yard on its way back down the mountain. Note the TPI staff member hanging off the front of the loco.
44. This is a shot of the Lam Chi ordinary intercity train as it just passed though Hin Lap curves on its approach to Hin Lap station. Note the orange clouds of dust can still be seen. This train is very full and has been traveling for close to 4 hours with a large standing load.
47. This is a short movie taken from the rear of the Lam Chi intercity train as it made its way up the Dong Phraya Yen Pass to Muak Lek. Note the tight curves and steep grades and mountain views. Also note the short rail lengths and smeggy wooden sleepers at every track joint.
So comes to an end 22 hours of rail fan action at the gateway to Issan and the Dong Phraya Yen Pass. I slept for 14 hours straight after I got home from this trip.
If you want to see more images and information from the Hin Lap curve please visit:
SRT: Cab Ride Mahachai Line: Bang Bon – Wong Wian Yai.
Recently I revisited the Mahachai line however unlike the previous time I photographed this section of the Mahachai line this time I had access to the train’s driver cab and thus could film and photograph from the front. Thus resulting in much more interesting pictures and videos from this section of the Mahachai line. The section of the Mahachai line where the cab ride took place was from Bang Bon to Wong Wian Yai.
The future of this line and its counter part Maeklong seems uncertain at this stage as the upgrading projects have been endlessly delayed for either political or financial reasons. However the Mahachai line should not close as its use is very high at peak and reasonable during off peak.
But more could be done to improve the current services on the existing infrastructure. For example the peak hour service could be increased to every 15 minutes and off peak to every 30 minutes. This would fit in ok with the crossing loops that exist on the line. However this service increase would require full time use of Khlong Tan Sai loop.
The current timetable on the Mahachai Line is as follows:
The traveling time between Mahachai and Wong Wian Yai is approximately 60 minutes. The trains are normally arrive and depart close to the stated times.
However from 1st February 2009 SRT has announced it plans to cut 2 trips a day from the Mahachai line one in each direction. This is a move that I hope they don’t carry out as it will make the service worse and more crowded than it already is.
1. This is a short video showing a departure from Bang Bon station as the train powers toward Wong Wian Yai. Take note of the track side railway village and the section of 20 kph track which is subject to almost constant flooding during the rainy season. Also the grass along the track is kept short by the passing trains.
2. This is a shot of the rural nature of Mahachai line despite is mostly urban areas it runs through. Taken between Bang Bon and Wat Sing stations. Note the quality of the track and how the train keeps the grass short.
6. This is a shot of a small railway village just outside Wat Sing station. A large number of these buildings are only accessible from the railway track.
7. This is a shot of a steel rail bridge on the Mahachai line taken between Bang Bon and Wat Sing stations. The bridge is also used by people to access there homes. The trains operate at normal line speed of 60kph.
8. This is a video showing the approach to Wat Sing station. Filmed from the drivers cab of the DMU train. Note the level crossing and the staff member controlling the manual points for the Wat Sing loop. Also the track is very thin in this busy passing loop. Inbound trains always enter the loop.
9. This is a shot of the Wong Wian Yai end of Wat Sing station. Taken from the train cab as it was waiting for another train coming the other way. The people are waiting for the inbound train. This was the starting point for the former electrified section of the line.
10. This is an image of a Mahachai bound train passing though the points at the Wong Wian Yai end of the Wat Sing loop. This was the train we had to wait for before heading on. Train type DMU Hitachi. SRT unit number 1203.
12. This is a video showing the departure from Wat Sing station. Filmed from the front of the train. Note the quality of the track and the number of zero visibility minor unprotected motorbike/pedestrian level crossings as the train passes though the Wat Sing railway village.
15. This is a video showing the approach to Wat Sai station. Note the very small bridge on the curve before the station. Also note the very old railway village at this station. At the Wong Wian Yai end of the station a motorbike crossing can be seen. The platform sign at this station has been missing for about 2 years now.
17. This is a short video of the track between Wat Sai station and Chom Thong stations. Note how this section has foot paths both sides of the railway track for access to the large number of track side homes of the railway villages. Also a very nice temple can be seen close to the track.
19. This is a shot of Chom Thong station. Taken from the train cab as the train approached the station. This platform is for outbound only trains a separate inbound platform is located on the other side of a large khlong bridge. In the past this station serviced as a transfer point to khlong boat services. Note not all trains stop at this station.
20. This is a movie of passing over the Khlong Bridge at Chomthong station. Note the inbound platforms just after the bridge. Also there is a busy level crossing just after the station which uses a full road with powered wire gate barrier. The track is very bad in this section with a really bad lurch to one side as the train struggles to keep on the track. Again there is a large railway village in this section.
21. This is a shot of the very rarely used Khlong Ton Sai loop. Taken as the train approached the loop. The staff member can be seen manning the loop. This loop is the shortest loop on the Mahachai line and is in very poor condition.
22. This is a short movie of passing thought Khlong Ton Sai loop and station. This station is used at peak hour only. The track is very rough in this section with really bad up and down movement making it hard to keep the camera still. Note the tunnel of trees effect in this section.
23. This is a shot of the BTS track crossing the SRT Mahachai line between Khlong Ton Sai and Talat Phu stations. This location may have a future interchange station. However the BTS track is not currently operating due to endless politics. If this interchange is built it will massively increase demand for Mahachai line services.
24. This is a video of the approach to Talat Phu station. The track in this section is poor quality and the final curves before Talat Phu has an uneven 10% tilt on it which is the worst for the whole line. You can feel the train straining to stay on the track in this curve. Again a large and well built up railway village exists before the station.
27. This is a movie filmed between Talat Phu and Wong Wian Yai stations. Note the different levels of the road and Rail Bridge and the quality of the track. Plus the numerous unprotected poor visibility level crossings. Also the Masjid “Surao Suan Phlu” at Wong Wian Yai can be seen as the train passes.
28. This is a movie of the final approach to Wong Wian Yai station. The current terminus on the Mahachai line. Note the large track side market on approach to Wong Wian Yai station. This is the busiest station on the Mahachai line.
29. This is a general view of Wong Wian Yai station and market. Taken as the train approached the end of the platform. This station is a single platform terminus. Originally the railway extended another 2 km east to Khlong San on the Chao Phraya River.
If you would like to see more images and information about the Mahachai line please visit:
BMTA511, these are interesting for both the rail and cultural content.
The nature of the track and the ride up front on the Mahachai Line is not far removed from sitting next to the driver in a CPH on the Blacktown Richmond line in the mid sixties.
Recently I embarked on an all day rail photographing trip to Paknam Pho on the Northern line. This is the 1st time I had photographed a rural railway location on the Northern line.
A little Background on the Northern Line and Paknam Pho.
The Northern line links Bangkok with Chiang Mai in the north of Thailand. The section between Bangkok and Ayutthaya was opened in 1897 some 5 years after the Paknam commuter line in Bangkok. Thus the Northern line is Thailand’s 2nd oldest railway not the oldest as many people like to note. The reason for confusion is that the construction works on the Bangkok to Ayutthaya section of the line commenced before the works for the Paknam line started.
When the northern line was 1st built it was a 1435mm gauge line. In the 1920’s it was regauged to the South East Asian standard of 1000mm gauge. By 1922 the Northern line finally reached Chiang Mai where the lines terminus remains to this day. The section of the northern line between Sila At and Lam Phun is very steeply graded and passes through very mountainous areas. This section of the line has large sections of low line speed and very tight almost tramway grade curves that can force the train to a 15 kph crawl at times.
The section of the Northern line between Bangkok and Paknam Pho was completed by 1905. Paknam Pho is located 250.56km from Bangkok. For many years it was an important transshipment location for river borne trade from the northern part of Thailand. The cargo pier is located 3.5km west of Paknam Pho station. However today this line is no longer in use and most of the cargo now goes by road or is transshipped at a container rail yard elsewhere.
Paknam Pho consists of a 4 track yard and a 3 track passing loop. Due to the layout of the station the passenger platforms are located in the 4 track yard where no passenger trains stop. This means there are no platforms at Paknam Pho as all passenger trains stop on the loop tracks where you must board from the ground level. Passengers normally wait under the elevated signal box next to the Paknam Pho Loop.
South west of the station and loop is a small railway workshop that dates back to the lines opening in 1905. The workshop only provides light repairs for locos and cargo wagons as its facilities are rather basic. In front of the workshop is a small hand operated turntable. It appears that the turntable is still in working order but very rarely used.
The staff who work at Paknam Pho are very friendly and will show you around the small work shop and also let you know when any trains due to pass through the station. It is typical rural Thailand railway location with warm and friendly staff and locals.
Passenger Train Timetable at Paknam Pho:
To Bangkok: 06.50, 08.32, 12.44, 16.46 and 21.57.
From Bangkok: 11.34, 15.10, 18.08, 22.39, 00.08 and 02.39.
Due to the North East – South West layout of the station that coupled with high levels of locally produced haze made for very challenging photographing conditions when looking west.
Bangkok Hualamphong at 7.00am.
1. This is a shot of SRT loco 4108 waiting to depart from Hualamphong station with Rapid 111 to Denchai. Loco Type Alstrom. Taken looking south along the platform.
Noen Makok Loop (224.81km) at 11.36am. (The train is 40 minutes late.)
4. This is an image of a southbound Hitachi DMU coming to a halt in the 2nd road of Noen Makok Loop. Taken looking north from the doors of the North bound rapid train.
5. This is a shot of SRT DMU unit 2527 taken as it overtakes the rapid train and crosses the Hitachi DMU at Noen Makok Loop. This is known as a “triple cross”. DMU type Daewoo.
7. This is a short video of the Hitachi DMU as it powers up to depart from Noen Makok Loop as it makes its way to Bangkok on an inbound intercity train. Note the sound of the horn and engine. Also this is a 5 car set with one aircon carriage.
Paknam Pho Station and Yard (250.56 km) at 12.16pm until 4.59pm.
10. This is a shot of the signal control panel inside the elevated signal box at Paknam Pho station. The line is single track north and south of the station and the layout of the yard can be clearly seen on this board. The black lines are un-signaled tracks next to the old platforms.
14. This is a general view of the yard and workshop area to the west of the station. The loco in the middle of the image is used for shunting duties at Paknam Pho.
16. This is another angle on SRT loco 4223 at Paknam Pho yard. Note this loco seems to leak large amounts of black oil onto the ground where it is stored when not in use.
17. This is a general view of the old railway workshop at Paknam Pho taken looking west. In the foreground the turntable can be seen. At some point in the past 4 locos would have been stored inside the shed.
34. This is a short movie of the departure of SRT loco 4129 with a rake of Crude oil from Paknam Pho. Filmed from the elevated signal box. Note the sounds of the loco as it powers up. Also the Brake Van can be seen.
37. This is a shot of SRT loco 4146 taken as it was passing though Paknam Pho with a load of Crude oil tanks. This Alstrom loco is in very good condition it appears it’s been overhauled and repainted recently.
40. This is an image of an SRT DMU passing though at high speed on a Sawan Khalok Special express train. This DMU is imported from the UK and is a UK class 158. However they have really smeggy aircon and appear to be only used on this Sawan Khalok service. Due to the light axle load needed for that line.
44. This is a short movie of a SRT staff member uncoupling the middle wagons of the Oil tank cargo train at Paknam Pho. They do this to allow pedestrian access across the middle of the yard. Otherwise people would have to walk around the cargo train or climb over or under it to access the station buildings.
45. This is a shot of SRT DMU 1118 Taken as it was approaching Paknam Pho. DMU type Hitachi. This service is a rural commuter train stopping at all stations between Phitsanulok and Lopburi.
46. This is a movie of the Hitachi DMU as it departs from Paknam Pho Station and makes it way to Lopburi. Note the lack of a platform for passengers and the sounds of the DMU. The white line on the video is from really bad reflections off the top of the train. Also a general view of the rail yard can be seen.
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