The Burma Mines Railway, Namtu

by James Waite, UK; photos by James Waite (12) and Bernd Seiler (3)

Contents

• Historical Information
• Maps
• Loco List

Historical Information

Namtu lies in the northeast of Shan State. Several hundred years ago when the area was under Chinese influence silver mining took place here in the hills west of the town and continued until water level was reached in the mines.

The British colonial period in this part of the country began in 1883, and the Burma Railways line from Mandalay reached Lashio in 1903. It was estimated that the slag heaps left from the old Chinese workings contained at least 150,000 tonnes of lead and in 1906 the Burma Mines Railway & Smelting Company was formed to recover it. Construction of the 60cm gauge railway began from the main line at Manpwe in 1907 and reached the mining area at Tiger Camp, more than 50 miles away, the following year. It included a Z reverse at Wallah Gorge, just before Tiger Camp, which was later replaced by a spiral. The line onwards to Bawdwin, the eventual terminus, runs through exceptionally difficult country and was not completed until 1909. In addition to reclaiming the lead from the old slag heaps the company soon began fresh mining operations. The mines are now worked for silver, lead and cobalt.

The main yard, engine shed and repair shops were set up at Namtu, abut 80 kms from Namyao. Originally the ore was taken to a smelter at Mandalay, but smelting began at Namtu in 1911. The current smelter is served by a branch running for about 2kms northeast of Namtu yard, and has its own internal 50cm gauge system using battery locos. In 1914 the line reached its final form when the exchange point with Burma Railways was moved from Manpwe to Namyao, a short distance to the east.

Passenger services started probably during the First World War and have run ever since, although there is now no regular service south of Namtu. They have always been free of charge. Most of the carriages still in service now date from the late 1960's. An electrified underground line at Tiger Camp and Wallah Gorge was built in 1921 which brings ore direct from a deep mines, and American-built bogie hopper wagons replaced the older 4-wheeled stock at about the same time. Output from the mine reached its peak in 1930.

The initial motive power consisted of five tank locos with a 1.3 metre rigid wheelbase supplied by Dick Kerr of Preston. Three 0-6-0 tender engines followed. From about 1910 onwards the line from the main line junction to Namtu was worked by the tender locos which were changed at Nashai, about 32kms from Namyao. The section onward from Namtu to Bawdwin was worked mainly by tank engines which often ran double-headed.

From 1914 onwards most of the tank locos were supplied by Kerr Stuart, either the "Tattoo" class 0-4-2ST or the larger "Huxley" class 0-4-2T. There were also several other small locos from various sources. From 1922 eight 2-6-2 tender engines were supplied by Bagnall. This design was later developed into a 2-6-2T, and some of the earlier tender locos were later rebuilt to this design using parts supplied by Bagnalls. However no. 42, the sole survivor of this group, was never rebuilt and remains a tender loco. Originally the locos had been wood fired but coal firing was adopted in 1925.

By 1929 a total of forty seven steam locos had been built for the railway. Seventeen of the older locos were withdrawn during the 1930's slump and no new engines were delivered until the arrival of ten O&K six-wheeled diesels in 1979. Two further similar diesels have followed from Diema and, in 1996, one Chinese-built loco. In about 1988 three railcars appeared converted from lorries. We were told that two of these were converted from Japanese-built Hino lorries and that the third was built in Myanmar. The lorry-railcars now work the passenger services between Namtu and Bawdwin. The railway also possesses at least five smaller railcars or trolleys built by Wickham of Ware and at least one ambulance car possibly also built by Wickham. We saw Wickham railcar no. 2 on what appeared to be a staff working at Wallah Gorge and ambulance railcar no. ARC 3 in the shed at Namtu. There are several overhead electric locos for the section at Wallah Gorge and battery locos for use in the mines.

Steam continued in occasional use commercially until 2002 – latterly only Bagnall-built 2-6-2 no. 42 which was used for shunting at Namyao and possibly Kerr Stuart "Huxley" class 0-4-2T no. 13 at Namtu. Now they are the only two steam locos which remain in working order but are steamed only for visiting railfans. Two more of the Huxley class, no's 34 and 40 are preserved in Namtu yard with two of the smaller Tattoo class. The latter are supposed to be no's 14 and 16, although this is unlikely to be correct as the published loco lists show no. 16 as one of three North British 0-6-0 tender locos built in 1915.

Between Namyao and Namtu the line runs mostly through undulating jungle terrain. About 3kms before Namtu it passes a ruined smelter and drops down a steep gradient into the valley of the Namtu River before crossing the river on a substantial girder bridge and entering Namtu yard. The ruling gradient throughout from Namyao is 1 in 38.

Heading on westwards from Namtu the line follows the valley for a further 2kms before turning abruptly into a side valley. From here the line climbs continuously to Bawdwin at a ruling gradient of 1 in 27, hugging the side of the valley for most of the distance. The line twists and turns continuously as it makes its way up the gorge with many spectacular views. Lopah, 8kms from Namtu, has a pretty station building, a loop and some sidings. 3.5 kms further on the line reaches the spiral at Wallah Gorge in a most attractive setting overlooked by a small pagoda. Immediately beyond the spiral it enters an extensive yard, with the loading staithes for the ore, a large wooden structure, on the right hand side. On the north side of the line and at a much higher level the electrified line ends in a loop with two tipplers alongside the staithes. 1 km further on the line reaches Tiger Camp, the junction with the electrified mine lines and at an altitude of about 800 metres.

Bawdwin lies about 3.5 kms to the west of Tiger Camp but is at 180 metres higher altitude. The line onwards from Tiger Camp starts with a lengthy Z reverse high above Wallah Gorge and continues with many horseshoe bends. It has a total length of about 8 kms.

The line divides at Bawdwin to serve separate entrances to the mines. The railway also serves an extensive timber yard on the south side of the line a little before the station and town, where teak is prepared for shipment. The mining company has its main office at Bawdwin, in an attractive timber building dating from British colonial times.

Nowadays coal for the smelters is brought by road from China and most of the finished product also leaves Namtu by road. The line south from Namyao as far as Namtu only sees occasional traffic and is somewhat dilapidated. However section onwards to Bawdwin is much better maintained. Ore from Bawdwin and Tiger Camp is shipped to Namtu by rail and this section sees quite heavy use, currently with three pairs of trains per day.

The district around Namtu suffered considerable damage during the Second World War, some of which is still evident today. More recently for many years the area was strictly off-limits to foreigners and even now only group visits are allowed. Typically visits last for two days, with a trip to Bawdwin one day with no. 13 and a run towards Namyao the other, with no. 42 for the first few kms as far as the old smelter site and then with one of the diesels. Bernd persuaded the management to let us take no. 42 up the short branch to the smelter before the run towards Namyao, an excellent move which doubled the number of photo opportunities for the day. Visitors are accommodated at the mining company's guest house, a fine old colonial building which we were told was once the governor's house. The house, and especially the garden, are kept in very good condition and the view from the garden, high up overlooking the valley, is superb. There is talk that operation of the mines may be turned over to an Australian mining company. If this happens major changes can be expected and the future of the railway must be in question. 

Maps

Loco list

(a) Rebuilt to 0-4-2ST in 1930.
(b) Acquired in 1907. Supplied to Shevbo Mining Syndicate.
(c) Origin unknown.
(d) Acquired from Singapore, original owner unknown.
(e) Acquired from Burmah Stone Co, Rangoon.
(f) Built at Namtu Works of the BMR using parts supplied by Dick Kerr as spares.
(g) ex WD, No 2354
(h) ex WD, No 2353
(i) ex WD, No 2355
(j) Supplied via Parry & Co
(k) Rebuilt as 2-6-2T
(l) Supplied via Burma Mines Ltd., London

Sources:

Article published by Bill Alborough of TEFS in Locomotives International
Indian Locomotives, Part 3 – Narrow Gauge 1863-1940, H. Hughes, published by CRC 1994
Published reports, Myanmar Ministry of Mines