Data from [] . See Indra Krishnamurti at [] for building dates and numbers both of predecessor railways and the Indonesian State Railways. See also "Lokomotif C14" in Wikipedia (translated by Google) at [], last accessed 25 August 2026. Works numbers were 3654-3661 in 1895, 4103-4104 in 1899, 5179-5180 in 1908, 5380-5381 in 1910.
Wikipedia places the C14's role within the adoption of "The *Cultuurstelsel* (Cultivation System)-a policy of forced cultivation implemented by Governor-General Johannes van den Bosch in the Dutch East Indies in 1832-[that] was carried out in regions including Central Java and the southern part of West Java."
Moving coffee, tea, and tobacco at first fell to oxcarts, then river traffic when feasible, and ultimately railways. The privately owned SDS served Banyumas sugar mills when it opened its tramline in 1896. Over the relatively short distance of 29 km (18 miles), the SDS served Maos, Sampang, Patikraja, and Purwokerto. A later extension of 92 km reached Wonosboro in 1917.
Noting a connection with the Staats Spoorwegen Yogyokarta-Maos-Port Cilacap line, Wikipedia adds: "The use of trains to transport produce and agricultural goods made Cilacap Port a bustling hub in Java between 1909 and 1930."
Like most Indonesian Cape Gauge six-coupled tank engines. the C14s burned teak wood. Their light weight and relatively low power apparently suited the SDS's requirements as over a fifteen-year stretch, the railway ordered small numbers of C14 from the Manchester builder.
Three C14s escaped the ferro-knacker's torch to be displayed in Purwoketo (C1411), Semarang (C1412), and the Tegal workshop (C1414).
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | C14 |
| Locobase ID | 4726 |
| Railroad | Serajoedal Stoomtram Mij |
| Country | Indonesia |
| Whyte | 0-6-0T |
| Number in Class | 14 |
| Road Numbers | |
| Gauge | 3'6" |
| Number Built | 14 |
| Builder | Beyer, Peacock |
| Year | 1895 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | |
| Engine Wheelbase (ft / m) | |
| Ratio of driving wheelbase to overall engine wheelbase | |
| Overall Wheelbase (engine & tender) (ft / m) | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | 45,856 / 20,800 |
| Engine Weight (lbs / kg) | 45,856 / 20,800 |
| Tender Loaded Weight (lbs / kg) | |
| Total Engine and Tender Weight (lbs / kg) | |
| Tender Water Capacity (gals / ML) | |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 25 / 12.50 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 39.50 / 1003 |
| Boiler Pressure (psi / kPa) | 171.10 / 1180 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 11.02" x 15.98" / 280x406 |
| Tractive Effort (lbs / kg) | 7145 / 3240.92 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.42 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | |
| Firebox Area (sq ft / m2) | |
| Grate Area (sq ft / m2) | 7.53 / 0.70 |
| Evaporative Heating Surface (sq ft / m2) | 387 / 36 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | 387 / 36 |
| Evaporative Heating Surface/Cylinder Volume | 219.38 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 1288 |
| Same as above plus superheater percentage | 1288 |
| Same as above but substitute firebox area for grate area | |
| Power L1 | |
| Power MT | |