| CIENFUEGOS - STANDARD GAUGE Antonio Sanchez, Cuidad Caracus, Primero de Mayo and Marta Abreu Whilst Cienfuegos is probably best known for its narrow gauge systems there are several interesting mills in the region using standard gauge locomotives. Cuidad Caracas continues to see regular steam operation both in and around the mill and on the mainline whenever the diesel refuses to co-operate. Antonio Sanchez also uses steam for shunting and to the adjacent loading point. Primero de Mayo has been closed for the past two seasons with intermill workings handled by diesels. This is particularly disappointing as the line presents a number of scenic opportunities including an overbridge across the Great Cuban Freeway. Marta Abreu mill has also been closed for the past two seasons and cane taken to Mal Tiempo. This has meant that there has been no work for Baldwin 0-4-0F No.1239 which was the largest fireless locomotive in Cuba until the rebuilding of Baldwin 2-8-0 No.1664 at Noel Fernandez mill in 2000. It now remains to be seen whether No.1239 will be moved to another mill (Mal Tiempo?) or will continue to languish at Marta Abreu. |
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| ALCO 2-8-0 No.1621 on shed at Cuidad Caracus (left) Baldwin 2-8-0 No.1625 running light engine at Antonio Sanchez mill in February 1998 (above) Baldwin 2-6-0 No.1545 leaving the shed area at Primero de Mayo mill (lower left) Despite the signal No.1545 makes its way over the flat crossing on its way out of the mill area - fortunately the signals on both lines seem to be permanently out of commission (lower right) |
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| Baldwin No.1545 assembling a long train of empty cane wagons ready to go to one of the furthest loading points (left) The afternoon thunderstorrns have only just ceased as an unidentified locomotive crosses the Great Cuban Freeway with a short train of loaded cane wagons bound for Primero de Mayo. Note the almost total absence of traffic on the motorway - quite unlike the M25 at a similar time in the afternoon! (right) |
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| Fireless locomotives are one of the most remarkable of all locomotives designs. Instead of the normal boiler the engine has a large tank, or reservoir, and no firebox. (above left) The tank is charged with a mixture of steam and hot water from a stationary plant and this effectively means that the locomotive is a gigantic thermos flask on wheels! In the case of Marta Abreu this was by means of a pipe leading from the mill building and in the picture No.1239 can be seen being charged (above right). Normally the boiler is charged to the normal working pressure of a traditional style of locomotive but pressure is reduced before the steam enters the cylinders. Charging time at Marta Abreu was about 20 minutes. Once the locomotive moves off and begins to use the available steam, the pressure in the boiler is reduced causing the hot water to create more steam. This continues until the pressure drops to the pont where steam is no longer created and then the locomotive must return to its charging point. These locomotives are remarkably safe and easy to operate. They were often to be found in use where there is a risk of fire or explosion, such as chemical and munition factories, although why they should be used in Cuban sugar mills is something of a mystery unless they were surplus to requirements in the USA and were brought to the island prior to the revolution. The cab of the locomotive is very simple with just a regulator and a steam brake. This makes it easy to operate and the locomotive can be used by relatively unskilled labourers. There are also low maintenance costs with very few working parts and since the locomotive is charged from the plant it does not require time to build up pressure in the normal way, making it almost instantly available for use. |
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| One of the many pre-1960 American cars can be seen behind No.1239 as it shunts a single cane wagon |
| The Spanish colonial influence on architecture is apparant as No.1239 goes about its daily duties |