SRT: Bua Yai Line and Chong Samran.

After spending a night in Kaeng Khoi. I was up at 5am and I made my way to the station to board rural commuter train number 433 at 5.28am. This train will take me via the Bua Yai line which branches of the main line at Kaeng Khoi. The Bua Yai line is an alternative route into Issan and is rather scenic.

A little background on the Bua Yai line.

The Bua Yai line was built as an alternative rail route into northern Issan. This alternative route is less steeply graded than the main line to Korat. Therefore making it easier and faster for large cargo trains to traverse the line. This is due to having only a short 20km section of steep grade with the rest of the line only lightly graded.

The Bua Yai line was built in 3 stages from 1956 until fully complete in 1967. The line runs between Kaeng Khoi Junction and Bua Yai Junction on the Nong Khai line that comes up from Korat. The Bua Yai line is 250.80 km long and is 100% single track. The Bua Yai line uses semaphore signals throughout the line.

Between Pa Sak Jolasid Dam Station (162.38 km) and Saranarai Station (185.80 km) the line crosses the massive man made lake of Pa Sak Jolasid Dam. The line crosses it via 5 long concrete bridges and a series of long rock and earth embankments. This section of the line is one of the most scenic in all of Thailand.

Between Khok Khli Station (240.87 km) and Ban Wa Tabaek Station (263.14 km) the line climbs over 300 meters in elevation up a steeply graded escarpment and onto the Korat plateau of the Issan area. The view from the train as it climbs the escarpment is spectacular. Just before Chong Samran Station there is a curved tunnel of about 230 meters in length. This is the only rail tunnel in the north east of Thailand.

A little background on Chong Samran.

Chong Samran is a minor station located roughly at the middle of the Bua Yai line. Chong Samran is the mid way point on the steeply graded section of the Bua Yai line. The station is the dividing line between central Thailand and Issan.

Chong Samran station is 250.62 km from Bangkok and is about 200 meters above sea level. The station consists of a single platform and a 3 track loop of which only 2 tracks are in use. The station uses semaphore signals which are controlled from the station building using a series of levers and pulleys.

The Chong Samran area very rural and rather remote but does have a highway nearby. The people who live in the area are very friendly but are basically low income farmers. If you are visiting the area it is advised to bring food and water with you from Kaeng Khoi or Bangkok as there is very little food available at Chong Samran.

Chong Samran Station only sees two trains a day in each direction. These trains are 3rd class only rural commuter trains. There are no direct trains to Bangkok from Chong Samran. To access Bangkok one has to transfer at Kaeng Khoi Junction to another train.
Train Timetable at Chong Samran.

Trains to Bua Yai Junction depart at 07.46 and 14.11 only.

Trains to Kaeng Khoi Junction depart at 08.17 and 15.13 only.

Make sure you don’t miss the last train as there is no hotel of any kind at Chong Samran to stay overnight.

Wednesday 7th January 2009 5.28 am at Kaeng Khoi Junction (125.10 km).

1. This is a shot of DMU 1032 waiting to depart from Kaeng Khoi Junction with the 5.28 am rural commuter train to Bua Yai Junction. DMU type: RHN made by Hitachi & Nippon in 1971. Taken looking west along platform 3.



2. This is a shot of the tickets used on the trip from Kaeng Khoi to Chong Samran. Unlike most tickets I have bought the ticket officer decided to print the whole ticket in English rather than bi lingual as most other tickets.



Wednesday 7th January 2009 5.33 am at Ban Chong Tai Loop (128.80 km).

3. This is a movie of a night time cross between train ORD 433 and train EXP 70 at Ban Chong Tai loop and station. Train EXP 70 was over 180 minutes late at Ban Chong Tai. This cross helped to delay ORD 433 by 30 minutes. It was unusually very cold at Ban Chong Tai.



Wednesday 7th January 2009 5.52 am at Hin Son (147.90 km).

4. This is a short movie filmed between Hin Son and Khao Sung in the early morning twilight on ORD 433. Note how weak the light from this DMU is it hardly lights up the track. This section of track climbs a small grade the track is rather bumpy in this section.



Wednesday 7th January 2009 6.10 am at Pa Sak Jolasid Dam Station (162.38 km).

5. This is a shot looking south along the platform at Pa Sak Jolasid Dam station. This was taken from the front of the train looking back in the early morning light. This station is very popular with local tour groups on weekends.



6. This is movie of the final approach to Pa Sak Jolasid Dam station. Filmed from the side of the train in the early morning light. Note the sunflowers near the station. This station has no crossing loop.



Wednesday 7th January 2009 6.10 am – 6.21am between Pa Sak Jolasid Dam (162.38 km) and Khok Salung (176.55 km) stations.

7. This is a movie of crossing the first rail bridge over Pa Sak Jolasid Lake. Note how long the bridge is and the curved nature of the bridges and the view around the train. Filmed from the side of the train in the early morning light.



8. This is a short movie of crossing the second rail bridge over Pa Sak Jolasid Lake. Note the size of the lake and the unprotected level crossing at the end of the video. Filmed from the side of the train in the early morning light.



9. This is a slightly grainy image of the third rail bridge over Pa Sak Jolasid Lake. Taken from the side of the train while crossing the bridge. A number of these bridges are greatly curved such as this one.



10. This is a movie of crossing the third rail bridge over Pa Sak Jolasid Lake. These bridges bring a welcome cool breeze on hot afternoons. However as this was the cold season in Thailand it was very cold on the train while crossing these bridges. People can be seen fishing from small boats near the bridges.



11. This is a movie of crossing the forth rail bridge over Pa Sak Jolasid Lake. Unlike the other bridges this one has a double curve. These bridges along with this part of the line were built in 1999 over dry land as the lake had yet to fill. The scale of the lake can be seen as it stretches to the horizon. This is last bridge before Khok Salung Station.



Wednesday 7th January 2009 6.21 am at Khok Salung Station (176.55 km).

12. This is a shot of two rural commuter trains crossing at Khok Salung Station. Taken looking forward in the distance a semaphore signal can be seen. This station is built on a man made island in the middle of Pa Sak Jolasid Lake.



13. This is another angle of two rural commuter trains crossing at Khok Salung Station. Taken looking towards the rear of the train. Note the number of school kids boarding the train from the track level as there is only one platform at Khok Salung.



14. This is a short movie of the departure of train 433 from Khok Salung station after crossing another train and taking on a load of school kids. Note how the windows are closed on the other train this is due to very cold weather. Around 16 C instead of 25 C.



Wednesday 7th January 2009 6.21 – 6.33 am between Khok Salung (176.55 km) and Saranarai (185.80 km) Stations.

15. This is slightly grainy shot of the 5th rail bridge over Pa Sak Jolasid Lake. Taken as the train was approaching the bridge. Note the curved nature of the bridge and the semaphore signals on the bridge and track side cables.



16. This is a movie of crossing the fifth rail bridge over Pa Sak Jolasid Lake. Note the semaphore signals as the train crosses the bridge and the communications wires on the bridge. This is the last major bridge. The trains normally cross these bridges between 50 and 70 kph.



17. This is a movie of passing over a long section of earthen embankment over Pa Sak Jolasid Lake. This is last part of the lake before Saranarai Station. Note: all of these videos where shot from the side due to very dirty windows on the front of the train making filming very hard from the cab.



Wednesday 7th January 2009 6.33 am at Saranarai Station (185.80 km).

18. This is a general view of Saranarai Station. Taken from the train as it waited for a cross by another train. Like most of the stations on the Bua Yai line there is only one platform.



19. This is a shot of SRT loco number 4513 with a Bangkok bound intercity rapid train. Taken as it passed train 433 in the loop at Saranarai Station. Loco type Hitachi. Note the great steam engine imitation this loco is doing with the huge cloud of black smoke.



20. This is a short movie of SRT loco 4513 with the Bangkok rapid train crossing the rural commuter train at Saranarai station and loop. The Bangkok train is a free service indicated by the white signs on the side. Also note the semaphore signals in the distance.



Wednesday 7th January 2009 7.00 am at Lam Narai Station (208.80 km).

21. This is an image of SRT loco 4554 with a southbound LPG cargo train. Taken at Lam Narai Station as the train approached. Loco type newer style General Electric.



22. This is a shot of the Bua Yai end of the platform at Lam Narai Station. Note the well looked after gardens. Also the semaphore signals can be seen.



23. This is another angle on Lam Narai Station this time looking along the platform as the train was approaching the station. Again note the gardens.



Wednesday 7th January 2009 7.12 am at Ban Ko Rang Station (220.35 km).

24. This is a short movie going over the Lam Narai steel rail bridge between Lam Narai and Ban Ko Rang Stations. Note the design of the bridge with the smaller spans each side and the centre larger and fancier span. Filmed from the side of the train.



25. This is an image of Ban Ko Rang Station with a small number of passengers boarding the train. This station is one of a number of very minor stations on this section of the line. This type of station has no crossing loop or ticket office.



Wednesday 7th January 2009 7.19 am at Phaendin Thong Station (226.45 km).

26. This is a shot of the Bua Yai end of the platform at Phaendin Thong Station. Note the hazy mountains in the background and the basic platform at this station.



27. This is another angle on Phaendin Thong Station looking back along the train. Note the well kept gardens of the station office at this station. Most of these stations are only serviced by slow rural commuter trains that stop at almost all stations.



Wednesday 7th January 2009 7.29 am at Ban Chongko Station (236.65 km).

28. This is a shot of the very rural and isolated Ban Chongko Station. This station doesn’t even have a basic shelter or a timetable just a rough platform and a sign. But seems well used by locals as there were 10 people waiting for the train.



Wednesday 7th January 2009 7.34 am at Khok Khli Station (240.87 km).

29. This is an image of the Bua Yai end of Khok Khli Station. Not far past this station is the massive wall of the mountains. This is another minor rural and rather remote station with well kept platform gardens.



30. This is another angle of Khok Khli Station this time looking back along the train. Note the amount of people using the train here and the really nice looking flowering tree on the platform. After this stop the train starts the long climb up to Chong Samran some 200 meters higher up.



31. This is a movie of the departure from Khok Khli Station and the start of the steep climb up to Chong Samran. This section of track is quite rough with some tight curves and max speed is 50 kph. Note the semaphore signals along the track.



32. This is another movie of the steep climb up to Chong Samran. This section of track feels like you are taking off on an airplane as there is huge drop off to one side with a wide valley giving the impression of take off. The track on this section is made up of short rail lengths which makes the train jolt up and down every 10 meters or so.



33. This is the final movie of the steep climb up to Chong Samran. This last section of the track passes through the Khao Pang Puai Tunnel. This tunnel is 230.60 metres long and is curved. Note the tight curves and track condition after the tunnel. Also the outer semaphore signals of Chong Samran can be seen.



Wednesday 7th January 2009 7.45 am at Chong Samran Station (250.64 km).

This last section of photos where taken in and around Chong Samran Station between 7.45 am and 3.13 pm.

34. This is a general view shot of the station building at Chong Samran. The area closest to the track is where the control levers for the semaphore signals are kept.



35. This is a shot of DMU 1013 waiting at Chong Samran Station for another train to pass. DMU type: RH made by Hitachi in 1967. This was the train that I rode from Kaeng Khoi to Chong Samran. Its 3rd class only with crappy seats.



36. This is another wider angle on DMU 1013 waiting at Chong Samran Station for a Kaeng Khoi bound DMU. To the left of the DMU is a wagon used to carry spare rails for track repairs. This train was 30 minutes late.



37. This is a shot of the train timetable at Chong Samran Station. There are only 2 trips to Bua Yai and Kaeng Khoi each day. The only trains that service this station are rural commuter trains.



38. This is a shot of the 08.16 rural commuter DMU to Kaeng Khoi Junction. Taken as it was approaching Chong Samran Station. The people on the platform are waiting for this train.



39. This is an image of DMU 1017 and DMU 1013 waiting at Chong Samran Station side by side. DMU 1017 is heading towards Kaeng Khoi Junction. DMU type: RH made by Hitachi in 1967.



40. This is a close up shot of DMU 1017 as it was about to depart from Chong Samran Station. DMU type: RH made by Hitachi in 1967. Taken looking north along the platform. After this train there was a gap of 4 hours until the next train at Chong Samran.



41. This is a shot of the platform sign at Chong Samran Station. The next stations in each direction are shown below the station name. Also shown is the distance in kilometers to next station.



42. This is an image of the signal control levers for the semaphore signals and the points at Chong Samran Station. They are connected via steel cables to the signals.



43. This is a shot of the track and signal layout board at Chong Samran Station. The status of each signal is shown and the path of the train though Chong Samran is shown with coloured lights.



44. This is a close up shot of the signal control levers. Each lever is labeled in Thai to indicate which signal or set of points it operates. The cloth is used by the signalman when moving the levers.



45. This is an image of a pair of train notification units at Chong Samran Station. These units sound a bell as a train approaches Chong Samran Station. As far as I can tell one unit is for each direction. The actual name for these units is unknown.



46. This is a close up shot of a typical semaphore signal at the Kaeng Khoi end of Chong Samran loop. The signals also have a light for night time use.



47. This is shot of a typical signal mast for the semaphore signals on the Bua Yai line. Taken just after the level crossing at the Kaeng Khoi end of Chong Samran loop. On the mast the track speed for DMU and Loco hauled trains is shown.



48. This is a shot of typical totally unprotected road level crossing that can be found throughout Thailand. There isn’t even a sign on the road to indicate a level crossing. The white sign next to the track is a whistle post for trains.



49. This is a shot of the semaphore signal for the Bua Yai direction on approach to Chong Samran. Taken from the track looking towards Chong Samran Station. The 15kph limit is for entering the loop when crossing another train.



50. This is an image of a warning signal on approach to Chong Samran Station. This signal is the furthest signal from the station and would be over 500 meters away. It is of a different style to the others.



51. This is a close up shot of the warning signal outside Chong Samran Station. It appears to have two settings “green/up” and “orange/side”. Its purpose seems to be to warn trains that they will have to stop at Chong Samran Station.



52. This is a shot of the Chong Samran end of Khao Pang Puai Tunnel. This tunnel was built in the late 1960s and is of a modern design. The tunnel is on a curve and is 230.60 meters long. Taken from track level in front of the tunnel. The tunnel is located at 249.03 km.



53. This is an inside shot of the Khao Pang Puai Tunnel at Chong Samran. The signal and communications cables run along the wall of the tunnel. This tunnel has refuge areas in the event one gets stuck inside when a train comes. One can be seen on the right of the image.

Note: If visiting the tunnel check with the signalman at Chong Samran to find out when the next train is due to avoid being on the track when the train is coming.



54. This is a shot of a track workers trolley as it was coming to a stop at Chong Samran Station. The workers are often out and about during gaps in the train service.



55. This is a close up shot of the signal wires and pulleys used to operate the semaphore signals at Chong Samran Station. They turn 90 degrees here to head for the signal control room.



56. This is an image of a small rail trolley used to carry lengths of rail behind a track workers trolley. At Chong Samran there appears to be a fare bit of spare rails and other items for track work.



57. This is a shot of DMU 1115 as it was passing though Chong Samran Station at speed on its way to Udon Thani. DMU type: THN made by Hitachi & Nippon & Tokyu in 1983.



58. This is a shot of DMU 1231 as it was slowing down to pass a book to the station master at Chong Samran Station. DMU type: Hitachi & Nippon made in 1985.



59. This is another angle on DMU 1231 as it was powering up on its way to Bangkok on an express train. DMU type: Hitachi & Nippon. Taken looking north along the platform at Chong Samran.



60. This is an image of DMU 1016 as it was approaching Chong Samran Station on a Bua Yai bound rural commuter train. DMU type: RH made by Hitachi in 1967. Unlike the earlier rural commuter trains this one is a 4 car unit.



61. This is a shot of DMU 1025 as it was departing from Chong Samran Station on its way to Bua Yai Junction. DMU type: RHN made by Hitachi & Nippon in 1971. The passengers on the platform had just got off this train.



62. This is a shot of SRT loco 4554 on an LPG cargo train to Issan. Taken as it was pulling into the loop at Chong Samran Station. Loco type: newer style General Electric.



63. This is another angle on loco 4554 as it passes the station building and a signal flagman at Chong Samran. The flagman is giving a “Green” flag signal to the loco driver.



64. This is another angle on loco 4554 and the LPG tank train at Chong Samran. This time the flagman is giving a “Red” flag to the loco driver to stop the train. Taken looking north along the platform.



65. This is an image of DMU number 1013 on approach to Chong Samran Station. To the right is Loco 4554 and the LPG train that DMU 1013 is crossing at Chong Samran Station.



66. This is the final shot of DMU 1013 as it pulls up to a stop at Chong Samran Station. DMU type RH made by Hitachi in 1967. This is the train that I took to leave Chong Samran and begin the epic journey back to Bangkok.



This draws to a close an epic 45 hour long rail fan and photographic trip in the Kaeng Khoi area and on the Bua Yai line. The last part of this trip is a rather drawn out 250.64 kilometer long trip back to Bangkok. I departed Chong Samran at 3.13pm and arrived in Bangkok on time at 3.15 am, 12 hours and 02 minutes later! That is an average journey speed of just 20.8 kph!

I hope you find the pictures and vehicles shown to be of interest if you view this please post some comments and feelings about the pictures.