La Flora to Kanaka Forest area, 1906?-?, 20km (3km at closure). Branches to Bois Cheri (the heart
of the island's tea-growing district) and Kanaka (best known for its
volcanic crater), Riviere de Poste, Britannia and Nouvelle France. Built mostly to service the sugar industry, also carried passangers at one time.
F.c. Atlamaxac 1904-1957 34 miles. Same as:
F.c. Mexicano. Zacatlan Branch No. 12, a Baldwin 2-8-0, is preserved in the USA. The following links show photos:
F.c. Mapimi 1896-1947. 24 miles.
Compania Minera De Naica "Conchos Railway". Mine 1900-1946. 19 miles. Baldwin 2-8-2
NGSLG Vol.18, No.1, Mar-Apr 1992, pp.50-51. Loco drawing.
Estates of R. & E. J. P. Honey, Mexico City
Alvarez Land & (?Timber) Lumber Co., San Luis Potosi
Santa Barbara Tram & RR, Montezuma Lead Co., Santa Barbara.
F.C.P. & S.D., Paso.
Ogarrio RR., Catorce.
Negociacion Minera De Santa Maria De La Paz y Anexas En Matehuala, Matehaula
Minas Tecolotes Y Anexas #4, Santa Barbara, CHH.
S. A. Cia. Minera Asargo, Valardena, CHH.
Carmen Island Salt Co. Mine 1875-1980
F.c. Zacatecas a Tlaltenango Mine 1910-19?? 45 miles.
Ingenio San Francisco Farm 1925-1963
Ojo De Liebre Mine 193?-194?
Minerales N.De Mexico The line ran(runs?) from Chihuahua to the mines at Santo Domingo, a
distance of 16 miles, suppling the co smelter.
Orginally the 1884 Santa Eulalia Silver Mining Co
1889 Chihuahua Mining Co
1921 Potosi Mining Co Rly
Electrified in 1925
Cia. Minera de San Juan Baha de Los Angeles, Baja California Norte. Had an 0-4-0T which is on display.
A number of sugar lines?
There was a big railway network in the eastern end of the country which was most likely 750mm.
Gaza Railway (Xia Xia) Villa de Joäo Belo - Chicomo with branches. 140km/84 miles, Baldwin 2-6-2 (converted from a 0-6-2), 2-8-0, Alco 2-6-0. Has not been operating for some years, but apparently still in place, including staff!
Lourenço Marques - Marracuene 35km. Converted to 3'6" gauge.
Quelemane - Mocuba Converted to 3'6" gauge.
Durrant, A.E., A.A. Jorgensen, C.P. Lewis. Steam in Africa, London, 1981, Hamlyn.
Geldersche Stoomtramweg Maatschappij 1881- c.1957. Arnhem - Doetinchem - Genderingen - Isselburg. 56.0km. Last section in Germany. Note. Geldersch Overijsselsche Stoomtram Maatschappij was originally a 1067mm gauge line that amalgamated with the above in 1934 when it was reduced to 750mm.
Tramweg Onderneming Gouda-Bodegraven 1881-1917. Gouda - Bodegraven. 8.8km. Later known as "Stoomtramweg Maatschappij Gouda", then "Algemeene Tramwag Maatschappij", and eventually part of "M.E.T" ("Maatschappij tot Exploitatie van Tramwegen").
Stoomtramweg Hansweert-Vlake 1913-1933. Vlake Station - Hansweert. 3.3km.
Geldersch Westfaalisch Tramweg Maatschappij 1908-c.1953. (i) Lichtenvoorde - Aalten - Heurne - Bocholt 21.0km, (ii) Lichtenvoorde Station - Terborg - Zeddam 28.0km. Note. Amalgamated in 1920 with "Geldersche Stoomtramweg Maatschappij" above.
Tramweg Maatschappij Zutphen-Emmerik 1902-1954. Deventer - Zutphen -Doetinchem - Emmerich (Germany). 57.0km Note. Taken over in 1934 by "Geldersche Stoomtramweg Maatschappij" above.
Tramweg Maatschappij De Graafschap 1889-1938. Zutphen - Warnsveld - Henglo. 18.9km. Note. Taken over in 1939 by "Geldersche Stoomtramweg Maatschappij" above, and a short section in Zutphen used by "Tramweg Maatschappij Zutphen-Emmerik" until 1942.
Baddeley, G.E. 1980, The Continental Steam Tram, LRTA, London
Nepal Government Railways. Operated 2-6-2+2-6-2 Garratts. When the first was delivered, the Beyer-Peacock agent was paid on the spot with gold bars! Also 0-10-0t, 4-6-0t, 0-6-2t
Raxaul - Amlekhganj 1927-? 24 miles
Nepal Jaynagar-Janakpur Railway. 1937-present. Currently using 2 diesels, but formally Oresnstein and Koppel 02-6-2t. Mainly used by Hindu pilgrims.
Latest news is that the steam locos for both lines still exist, and are available for sale:
Hughes, Hugh. 1994. Indian Locomotives Part 3, Continental Railway Circle, Harrow.
French territory in the South-west Pacific.
Ellis Tramway 1919-193? Timber tramway. Used Bagnall 0-4-0ST ex Long Tunnel Extended Gold Mine, Australia.
Medlin, Peter, Steam on the Two Foot Six part 1, self published, Fern Tree Gully, 1992.
Takaka Tramway 8 miles 1881-1906 Line from wharf at Waitapu,through Takaka to East Takakawith. 0-4-0t
Gisborne Borough Council (Gentle Annie Railway) 1911?-1917? 2xBagnall 0-4-0t, Annie & Jack. Annie was converted to an 0-4-2t.
Motuhora Stone Quarries Ltd. Purchaced Gisbourne Borough Council locos in 1917. 1966 they were buried in tailings. Annie was to be exhumed in 1976.
Bauchi Light Railway, Zaria-Jos-Bukuru (229km), opened in sections 1912-1914, Jos-Bukuru (16km) widened to 1.067m in 1927, rest closed 30 Sep 1957. Several locos and coaches are preserved near the zoo at Jos.
Wushishi Tramway, Zungeru-Wushishi-Bari Juko (35km), opened in sections Dec 1901-1902, closed 1910
Lagos Steam Tramway, 23 May 1902 - 31 Dec 1913
Lagos Sanitary Tramway 1906-30 June 1933. Extended to a wharf and was used to carry "nightsoil".
Durrant, A.E., A.A. Jorgensen, C.P. Lewis. Steam in Africa, London, 1981, Hamlyn.
Tertitten 1896-1960 (Urskog-Høland) 57km/34miles
Nesttun-Osbanen, 1894-1935, 25.3km
Sulitjelmabanen: Sjoenstaa - Hellarmo, 13.1km, opened in sections 1892-1893, regauged to 1.067m in 1915
Urskog-Hølandsbanen Part of the former " Tertitten" line.4km Sørumsand-Bingfoss. Steam. Open mid-June - early September, Sunday
Jernbanemuseet, 0.5km(?). Steam. Open mid-May - mid-Sept. The national railway museum,
All lines in Pakistan had been operatied by the North Western Railway, and 458 miles were still operating in 1958. Some North Western Railway lines were in India after partition.
Nowshera-Dargai State Railway, 40 miles, 1901-1922. Military railway. 0-6-2t.
Khushalgarh-Kohat-Thal Railway, 91.5 miles, 1902-? Military railway. 2-4-2st.
Khushalgarh-Kohat converted to broad gauge in 1908.
Neile, A. ed., 1989, W.G.Bagnall Ltd. Narrow Gauge Locomotives & Rolling Stock 1910, Plateway Press, Brighton.
Bhaganwalla Colliery, 1894-1899.
Kalabagh-Bannu (Trans Indus) Railway. 4-6-2, 2-8-2.
Kalabagh-Bannu, 89 miles, 1913-?
Lake Marwat-Tank, 1916-?
Tank-Khorgi 1922-? Opened for military traffic during Waziristan unrest.
Jacobabad-Kashmore Railway, 76.5 miles, 1914-1956 converted to broad gauge. 0-6-2t, 2-6-2t.
Marala Timber Depot, 4 miles, 1917-? 0-4-2st.
Khanai-Hindubagh Railway 1917-? extended to Fort Sandeman 1929. 174 miles. Military line. 2-8-2.
Lakana-Jacobabad Railway, 52 miles, 1922-1940 converted to broad gauge. 2-6-2.
Dhilwan Creosoting Plant. 1922-?
Hughes, Hugh. 1994. Indian Locomotives Part 3, Continental Railway Circle, Harrow.
a = 750mm, b = 2'6"
Fassardi Ltda. (b) 21 mi
Puerto Guarani (b) 57 mi
La Azucarera (a) 25 mi
Puerto Ibapoba (a) 20 mi
Puerto Sastre (b) 56 mi
Puerto Casado (a) 99 mi
The list of Peruvian railways dated 1927 and accessable by the link below differs in some details from this list.
A history of Peruvian railways in general:
F.C. de Tumbes A Puerto Pizzarro Puerto Pizzarro - Tumbes. 1872? - 1949? 7 miles / 11km. Government owned. Believed to have two of the first four Fairlie locos constructed by Vulcan Foundry, UK, 1872. Had 1 loco, 4 coaches and 14 freight cars in 1953.
F.C. Talara-Negritos Talara - Negritos. 58 miles (93 Km.).
F.C. Piura-Catacaos Piura - Catacaos. 10 Km. 1889 - 1937.
F.C. Pampa Blanca-Ensenada 750 mm 12 miles 2 steam locos 1 diesel 4 coaches 56 freight cars (1958)
F.C. Shelby-San Jose de Juaron 750 mm 29 miles (also noted as 19 miles/30km). 3 steam locos 4 diesels 28 freight cars (1958)
Huacho a Huoura 6km. Electric.
F.C. Lobitos-el Tabliazo-el Alto 2'6" 21 miles 12 diesel locos 27 freight cars (1958)
F.C. de las negosciaciones Petroleras de Talara International Petroleum Co. 165km / 100 miles serving the oil fields behind the port of Talara in northern Peru.
Peruvian railways 1927
Poland has extensive systems of 750mm lines operating till very recently. The use of transporter wagons for standard gauge wagons, and close association with the sugar beet industry has guarenteed the survival of many lines. However economic rationalism now threatens these lines, while on the positive side an active presevation movement seems to exist. Steam locos were still widely used up to the late 1990's, and many remain servicable. Lines were also built in 760mm and 785mm gauges, while many 750mm lines were converted from metre and 600mm gauges post World War II.
Photographic site in Polish covering most lines:
Smigiel Railway 50km, converted from metre gauge after WWII. Still operates freight on 24km remaining.
Notes by David Meller: As originally built the line had a length of around 50km, running from Krzywin in the east, through a sg interchange at Stare Bojanowo (I'm using Polish names, although the area was part of Germany at the time), Smigiel and Wielichowo to Ujazd (second sg interchange). The line to Ujazd closed after only a few years (opened in 1901, closed in 1905), and in 1910 a new line opened from Wielichowo to Rachoniewice (another sg interchange). Thus, when the line was regauged to 750mm from metre after WWII, it was still around 50km long. The line from Wielichowo to Rakoniewice closed probably in the 70s, while the Stare Bojanowo to Krzywin section went in (probably) the early 90s. Passenger services to Wielichowo ceased in about 92/3 (being cut back to Sniaty), but the line was the last to run regular ng passenger services under PKP, ending in June 2001. Freight services continued until December of that year, when PKP completely quit ng operations. The line was the first to reopen passenger services in the post-PKP ng era, with a new start on 4/3/02. With the new timetable introduced in September that year (after the school holidays) passenger services were resumed to Wielichowo. Freight services appeared to take some time to start up again, and when I visited in May 02 it was on a now and then basis, probably a sg wagon on transporters once a week or two weeks. in the last year or so, however, freight traffic has grown to probably averaging a couple of wagons a day, meaning that a freight train runs virtually every weekday on some part of the line. With the passenger service requiring two railcars to run, I witnessed a situation in October 02 whereby there were two passenger trains and two freight trains on the move at the same time. This is, in my opinion, probably the best ng line remaining in Poland in terms of the variety of traffic, some interesting scenery and some really fearsome gradients.
Sroda System 90km, 1902 - ?, converted from metre in 1950's. Only section Sroda – Zaniemysl (17km) remains today. Runs on request with trains on Sundays during jul-Aug.
Poznan Kobylepole - Krerowo 19km
Krerowo - Kleszczewo Wielkopolskie 4km
Krerowo - Klony 8km Krerowo - Polazejewo 17km
Polazejewo - Mystki 8km
Polazejewo - Sroda 11km
Sroda - Jaszkowo 9km
Sroda - Annapole Wask - Zaniemysl 13km
Annapole Wask - Chwalkowo Wask 5km
Chwalkowo Wask - Brodowo 6km
Chwalkowo Wask - Czarnotki 6km
Pleszew 50km. 1900-2001 Majority closed 1986, only 5km remained, most of which was dual gauge with standard gauge. No narrow gauge service, line still in place.
Kujawy Feeder Railway 587km Built from late 19thC. in 600, 715, 750 and 900mm gauges, later all converted to 750mm. Many sugar beet lines intersect. All sugar beet factory traffic now ceased, but scheduled passanger service around Krosniewice.
Pyzdry - Zydowo Wask - Zieliniec - Wrzesnia - Kleparz - Mierzewo - Grotkowo - Arcugowo - Niechanowo
Zydowo Wask - Gorazdowo
Krzywa Gora - Zieliniec - Bieganowo Wlkp.
Mierzewo - Stanislawowo
Grotkowo - Czechowo
Arcugowo - Mielzyn
Gniezno - Niechanowo - Witkowo - Powidz - Anastazewo - Jablonka Slupecka
Jablonka Slupecka - Konin Wask
Jablonka Slupecka - Cegielnia - Sompolno
Cegielnia - Wilczyn
Sompolno - Przystronie - Kolo Miasto - Dabie Kolskie
Kolo Miasto - Kolo Wask
Sompolno - Piotrkow Kujawski - Dobre Aleksandrowskie
Dobre Aleksandrowskie - Zakrzewo Kujawskie - Straszewo - Przybranowo - Aleksandrow Kujawski
Zakrzewo Kujawskie - Siniarzewo
Straszewo - Koneck
Dobre Aleksandrowskie - Nieszawa
Dobre Aleksandrowskie - Jerzmanowo
Przystronie - Boniewo - Jerzmanowo - Kruszyn - Smolsk - Brzesc Kujawski
Kruszyn - Guzlin
Smolsk - Wloclawek Wask - Wloclawek Port
Boniewo - Krosniewice Miasto -Leczyca - Ozorkow Miasto - Ozorkow Centralny
Krosniewice Miasto - Krosniewice Wask (now Ostrowy)
Krosniewice Miasto - Dzierzbice Kutnowskie
Krosniewice Miasto - Franki - Krzewata
Franki - Opiesin
Notes by David Meller: The sugar factories have closed their railways. The last ones to use railways were Dobre (last season 2001, using both its own line and PKP), Kruszwica and Tuczno both finished in 2002, both using their own lines. By that time Kruszwica was painful to watch, with derailments being a regular (more than daily in our experience) occurence, and trains moving very, very slowly. Tuczno was the opposite - still running trains of around 15 wagons, with the 450HP Lxd2 type locomotives running at their quoted maximum speed of 40kph or more where they could, but slowing to a marvellous grind up some of the impressive gradients. I was absolutely stunned to see the news early this year that they were closing the line (it used to carry an average of around 100,000 tons of sugar beet over about a 50km run in the two to three months of the sugar beet season) but, to some extent, I'm glad it went out in the style it did rather than degenerating into the sad sight that Kruszwica had become. I only wish I had known it was going to close when I was there in October 02, because I wouldn't have left so many shots for the next time that I thought I'd be there. I can, by the way, confirm that Dobre, Kruszwica and Tuczno have all started lifting their lines. Dobre has completely gone, but when we were there in September 03 there was still some track down on both the Kruszwica and Tuczno systems. Brzesc Kujawski sugar factory, which stopped using rail to bring in its beet quite some time ago, still used PKP ng to bring in the coal it needs until PKP quit the ng. Because of the layout of the factory, it was I believe still using its own ng locos and wagons to shift the coal around the site, even though it must be delivered by lorry since Brzesc, like Dobre and Zbiersk, has no sg rail connection. As you say, there are passenger services still being operated around Krosniewice - certainly east to Ostrowy, timetabled south to Krzewie but I've heard that they don't actually go that far (although in September 03 I saw a railcar heading south out of Krosniewice according to the timetable) and north to Dabrowice, extending to Wielka Wies on Thursdays (market day in Krosniewice). Reports that there was going to be freight traffic (coal) from Ostrowy to Brzesc Kujawski this autumn don't appear to have been realised, and the planned passenger services to Brzesc on 1/11/03 ( a big holiday in Poland, when everybody goes to visit their deceased relatives in the cemeteries) were cancelled.
Regarding the rest of the Kujawy system, PKP decided to split the Sompolno division amongst the Gniezno and Krosniewice divisions, so I think Krosniewice got the Brzesc Kujawski - Jerzmanowo - Boniewo - Przystronie - Kolo line and Gniezno got Anastazewo - Slawoszewek - Sompolno - Przystonie and also the Slawoszewek - Wilczyn branch. I don't know what happened about the Sompolno - Wierzbinek - Bieganowo - Dobre line, but between Wierzbinek and Bieganowo this hadn't seen any traffic in years anyway. The track was intact until the end of 2002, and in recent years Kruszwica sugar factory had used Piotrkow Kujawski station for unloading wagons of beet pulp. The track here has been lifted along with the sugar factory's track at Piotrkow loading pad, but most of the line is still in place. However, the redesignation of the lines so that Sompolno was no longer a base for a division, meant that PKP could sell off the depot site to a private individual. I don't know what he intends to do, but some of the track has already been lifted and, even with my limited knowledge of Polish, it was clear that he claimed to own the land, buildings and remaining rolling stock.
At the Gniezno end, the railway continues to run summer tourist trains, allegedly from Gniezno to Anastazewo, but I haven't seen these. There is still some freight traffic, but I can't give much information. In December 01 they were still running to Witkowo - I believe this may have carried on for some time, with the men still running the trains after they'd been made redundant, in the hope that something would happen and they didn't want to lose the traffic. By May/June 02 it was clear that there had been no freight to Witkowo itself for some time, but it looked like there might have been something run through there to Powidz for the military base there, and there was definitely still traffic to an agricultural merchant at Niechanowo, where we saw a van being delivered. In September 03 we saw cement being delivered to a depot only about 2km from the Gniezno terminus - I would support the suggestion I've seen somewhere else that this is a new siding, since I don't remember anything on the occassions when I've passed by there on the train over the years, and although the trackwork didn't look particularly new, the fencing and gate arrangement obviously was.
Map of system:
Elk 48km, converted from metre gauge in 1950's. Still operates passanger and tourist services. Regular passenger services ceased along with all the rest of PKP ng in June 01. The tourist services operate only on Saturdays in summer as far as Sypitki. Services on the Zawady Tworki branch had ceased before June 01, and there didn't seem to be any service beyond Kalinowo to Turowo, even after the allegedly weak bridge had been fixed. Freight services on the system appear to have ceased in the mid 90s or earlier.
Rogow 49km. Converted from 600mm in 1954. Currently operated as a preserved railway with services every Sunday at 1.00pm.
Bytom - Upper Silesian System 188km. 1854 - present. Still operating. This line is built to a gauge of 30 zoll, which is the traditional Prussian inch, which is equal to 785mm. Primarily a freight line with some tourist services.
Notes by David Meller: There hasn't been any freight since about May 01, when the power station at Chorzow stopped receiving coal by ng train. The remaining services are summer tourist trains between Bytom and Miasteczko Sl. There have been major problems with theft of rails, so that at present although the enormous workshop at Bytom Rozbark is owned by the city, along with the remaining line, it's not even possible to get a train from the depot at Bytom Karb to Bytom Rozbark, because the rails have been pinched.
Sochaczew District Railway 32km 1921 - 1986. Now part of railway museum.
Jedrzejow 340km, reducing to 161km by 1996. Running occasional tourist service to Pinczow. Originated in German and Austrian military railways from WWI, the entire system was only converted to 750mm in 1951.
Jedrzejow – Umianowice – Hajdaszek – Sedziejowice – Chmielnik Buski – Bogoria – Koprzywnica
Umianowice – Cudzynowice – Charsznica
Cudzynowice – Kocmyrzow
Hajdaszek – Stawiany Pinczowskie – Sedziejowice
Chmielnik Buski – Chmielnik Miasto
Bogoria – Iwaniska
Bogoria – Szczucin kolo Tarnowa
Przeworsk 190? - present. 46km. Tourist trains still operating. Freight service has ceased. Formally part of the Austrian Empire 760mm system. Current owners looking to return freight service.
Zbiersk 1917 - present. 73km. Opatówek to Turek;
Notes by David Meller: Only 57km remains. The line to Kalisz closed in 91 (along with all passenger traffic), and the beet traffic on the Russow branch ceased in 1997. SKPL run freight as it's required - it seems to be slowly growing at present, but if the sugar factory at Zbiersk closes (as some seem to think likely) this will hit traffic on the ng. There was daily traffic in September 03, carrying stone from Opatowek to Zelazkow, including double-heading of trains which we failed to get to see due to our assuming what was going to happen! A few weeks earlier there had been significant traffic in stone to Turek (the northern terminus) and Zbiersk still sees some traffic. Obviously traffic has dropped from the levels of the mid 90s, when they had 12 locomotives here. Even in about 97 the manager said he needed 4 locomotives in service.
Mlawa Commenced in 1915 as a 600mm line, converted to 750mm in 1961. 150km, reducing to 69km. Not operating currently although a special train ran over the length of the line in 2003.
Mlawa – Grudusk – Przasnysz Miasto – Przasnysz
Grudusk – Ciechanow – Krasna
Przasnysz – Krasna – Makow Mazowiecki – Zamosc Mazowiecki
Naleczow 1911 - present. 52km, reducing to 38km. Tourist service, no freight.
Naleczow – Karczmiska – Rozalin – Opole
Karczmiska – Wilkow
Rozalin – Poniatowa
Bieszczady Forestry Railway 1898 - mid 90's, reopened for tourist traffic. 75km. Origionally part of the Austrian Empire 760mm system.
Opalenica 1886 - 1995. 53km. Line partially lifed for motorway construction, and rolling stock sold or scrapped.
Piotrkow 1884 - 199? 15km. Occasional tourist service on remaining 4km.
Gdansk 1891 - 1996. 336km. Most lifted, but re-opened from Nowy Dwor to Stegna, Prawy Brzeg Wisly, and Stuttoff in 2002. Scheduled tourist service in 2003, that appears to be developing well.
Starachowice 1950 - 1996 20km. Closed. Attempts being made to re-open for tourists.
The following infomation was added by David Meller:
Bogatynia - 750mm gauge line built when this (the extreme south west corner of present Poland) was part of Germany. It connected with the line that still runs in Germany from Zittau south to two terminii whose names I can't recall. The unique feature was that it ran to the Austrian border and the Austrians built a line that was the same gauge, rather than the 760mm that they normally used. The Austrian bit went to Czechoslovakia after WWI, then got annexed to Germany again, and then became part of Czechoslovakia after WWII. The middle bit of the system went to PKP after WWII, but closed in about 1961.
Trzebnica - 750mm gauge line built in the 1890s, the north part, running from a sg interchange at Zmigrod, through Przedkowice and Milicz to Sulmierzyce, with a branch from Przedkowice south to Prusice was owned by the local district authority. The line south from Prusice through Trzebnica to Wroclaw was owned by a private company. Wroclaw - Trzebnica closed in 1967, the rest (78km) survived under PKP until 1991.
Various lines in Pommerania - principally the Koszalin system, which ran from Koszalin to Bobolice and Bialogard, with another line (originally the main line) to Naclaw. The Bobolice and Bialogard lines were converted to metre gauge after WWII, the Naclaw line was not rebuilt after it was dismantled by the Soviets after WWII. At Naclaw this line connected with a district railway that ran through Slawno to Polanow, but most of this was converted to standard gauge in 1934; it didn't reopen after WWII. There was also the Stolper Kreisbahn (it seems daft to use Polish names for lines that never ran under Polish administration) that was converted to sg in 1913, and the first parts of the Greifenberger Kleinbahnen were built to 750mm gauge but converted to metre after only a few years. Koszalin - Swielino survived as a 1000mm gauge line until 2001, while the bit of the Greifenberger line that was originally built to 750mm is still in seasonal operation as the Gryfice - Niechorze metre gauge line.
Wielun - another complicated history, involving a line originally built in Germany, extended into what was previously Russia but became Poland after WWI, operated by PKP after WWI as a 750mm gauge line, while the bit that was still in Germany was converted to sg in 1928, but became part of Poland after WWII. PKP's ng line closed in 1987.
Ketrzyn - built as a 750mm gauge line when this was part of East Prussia, the northern extemities are now in Russia (Kaliningrad oblast), the bulk of the northern lines were in Poland after WWII but were not rebuilt after the Soviets dismantled them at the end of WWII, but the southern lines were rebuilt and the last bit closed in 1971.
Kwidzyn - built as a 750mm gauge line when this was part of Germany/East Prussia, divided between Germany and Poland after WWI, all part of Poland after WWII, closed 1985. Also linked with the Pelplin sugar factory line.
Sroda - built as a metre gauge line in the early 20th century, regauged to 750mm in the 1950s. Originally ran from Poznan to Sroda and beyond, with several branches. Most closed in 1968 and the last section from Sroda to Zaniemysl (about 13km or maybe 17km) lasted until the end of PKP ng passenger operations in 2001. There have been several tourist trains run in the last year or so, and they may run on a regular basis of one train per day on summer Saturdays. The line achieved quite a reputation in the 90s for running regular passenger workings with steam (and also the occassional freight train), since it had no internal combustion motive power until the last year or so.
Radzymin - built in the 1890s as a 800mm gauge line, converted to 750mm in 1951, closed in 1974. There were a couple of other 800mm gauge lines around Warszawa (Warsaw).
Strumien - Chybie - 760mm gauge line opened in 1911 and closed in 1925.
Hrubieszow - a large system on the very eastern edge of Poland, which seems to have originated in military lines of WWI, possibly linking to some earlier sugar beet lines. Final section closed in 1990.
Biala Podlaska - 750mm system first opened in WWI, other bits added later. Closed in early 70s.
Zwierzyniec - built as 600mm gauge line in WWI, converted to 750mm 1964, closed 1971, now paralleled by sg and broad gauge 1524mm lines.
Nasielsk - 750mm gauge line built 1950, passenger services ceased 1986 but seemed to still be running some freight traffic until PKP pulled the plug in 2001.
A good overview of the PL NG is at:
NGW 24, Feb/Mar 2003. pp. 26-30
Tuczno Sugar Factory, Tuczno 40km
Dobre Sugar Factory, Dobre 12km
Kruszwica Sugar Factory, Kruszwica 50km
Opole Lubelski Sugar Factory, Opole Lub
Kazimierz Julius Colliery, Kazimierz 5km.
Zbiersk Sugar Factory, Zbiersk
Goslawice Sugar Factory, Goslawice, Konin
The Polish preservation scene is in a stage of development, as many lines listed above rely on tourist traffic to survive, but only recently or even today still operate freight and passanger services.
Muzeum Kolej Waskotorowej 1986 - present. 14km museum railway.
Rogów - Rawa Mazowiecka - Biala Rawska.
Central Cambalache, Shay, Arecibo,
Gayey Sugar Co. Shay, San Juan
United Puerto Rican Sugar Co., Caguas
Canney Sugar Co., Shay, San Juan
Utuado Suagr Co
Sucesion de Don J Larimer Porter supplied an 0-4-0T in 1879.
Lanman & Kemp Couod be agents. Porter supplied an 0-4-2T in 1880.
Large number of lines reduced to one apparently still operating, and two more or less preserved.
Sibiu-Vurpar 760mm 62km, service ended fall 2001
Turda-Abrud 760mm 1912-1998
Alba Iulia-Zlatna 760mm 1896-1984 (converted to standard)
Network around Satu Mare 760mm 1893-converted or abandoned by 1988
Network around Turgu Mures 760mm 1915-1990s (some special trains currently)
Odobesti-Burca 760mm built as 600mm army field railway by Germans in WWI, converted to 760 by Rumania; abandoned 1977
Wassertalbahn, 760mm built 1932-53 and still operating as logging railroad
Exploatarea Miniera Brad A mining railway, but formally had a passenger service. 5km, closed 2000.
CFI Lonea Petrosani, 790mm gauge. Mining raiway, still operational.
Nine industrial lines listed on this page, serving a variety of industries. Locos include a 0-8-0t, a tiny eletric steeple cab, and a minature GP-looking diesel-eletric.
Many lines, both industrial and public. There were around 50 000 kms of narrow gauge railways, mainly 750mm gauge, including 19000 kms of 750mm gauge logging lines.
Here is a link to a loco photo, Porter 0-8-0, 2 of 26 supplied during WW2:
Russian Diesel-Electic loco information:
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