You are looking at Hans Schaefer's web pages. mail to me

Last update: May 2007

You need support for Chinese characters (GB 2312) on your computer to see parts of this page.

Jitong Railway General overview

Line history and data

General data:

3. The line capacity is designed to become around 17 million gross tons per annum, after full construction of all stations. At start, it was about half of this.

4. The Jitong Railway's steam locomotives have been bought from China Rail, Shanghai bureau (depot Wuhu), Lanzhou bureau (depot Zhongwei), Shenyang bureau (Da'an Bei, Fuxin, Yebaishou, Zhangwu) Harbin bureau (depot Suihua), Hohhot bureau (depot Baotou), Beijing bureau, from eight different depots. In autumn 2000, some new locomotives were bought from Harbin bureau (Suihua depot, amongst others). In summer 2002, still new engines were bought from Shenyang bureau. Until 2001, about 90 steam engines were in active service. In August 2000, the first two diesel engines class DF4D came to Baiqi, and in early 2001 4 more ones, all built by Dalian locomotive works. In autumn 2002, the number of active steam locomotives still was about 90, plus some 15 engines being overhauled in different workshops. The major downturn for steam traction occurred in 2004, where China Rail took over traction between Zhelimu and Chabuga with Tongliao based DF4B and DF4C, and with the arrival of 14 used DF4B in Daban, used between Daban and Haoluku from autumn 2004. In December 2004, Baiqi only used 10 QJ daily between Baiqi and Haoluku, and Daban had 48 working steam engines, about 10 used between Daban and Haoluku, and about 25 Daban to Chabuga. About that time another 10 new DF4D appeared at the line. Until April 2005, Baiqi finished steam traction, and Daban abolished steam traction to Haoluku. Since then, Haoluku was just used as a rest area to house diesel engine drivers. Steam was abolished totally until Dec 8, 2005. Haoluku depot was then abandoned and diesel engines started serving through between Daban and Baiqi. Chabuga depot is going to be abandoned in 2007, when Daban-based diesel engines will start running all the way through to Zhelimu.

5. Money turnover and passenger numbers:

Year	Gross income	Tons freight transported	Gross cost	Profit	interest etc. to world bank	Passengers transported
1996	387 Million Yuan	5.04 Mtons	420,27 Million Yuan	0,6 Million Yuan	?	193000
1997	530,17 Million Yuan	7.13	488,95 Million Yuan	41,22 Million Yuan +28 Million other income	121 Million Yuan	263000
1998	514 Million Yuan	7.38	508 Million (incl. 50 Million to world bank)	40 Million	50 Million	305000
1999	527 Million Yuan	7.678				421000
2000	620 Million Yuan	9.67 (above designed capacity!)		profit		642000
2001	628 Million Yuan	9.51		profit		762000
2002	637	9.26		?		710000
2003	747	10.58		45.000.000 RMB		802000
2004	1027	13.18		?		1045000
2005	?	?		?		?
2010 Goal	?	Goal 20 Mio ton		?		?

6. Average freight speed including all stops in 1996 was 28.0 km/h, slightly increased later and increased a lot from 2004/2005 with the appearance of diesel traction and cancelling of water and inspection stops.

Details

Below the translation of a text I got from Jitong management in spring 1999, with my comments in italics. Robin Gibbons translated this.

On 1 December 1995, the Jitong railway formally commenced operations and became part of China's national railway network. This line is a joint venture between the Ministry of Railways and the Inner Mongolia Autonomous Region Government. Both parties were responsible for its construction, and share the profits and bear the risks in operating the railway together.

The Jitong line starts in the west from the Jining - Erlian line's Benhong station, and ends at Zhelimu station near Tongliao on the TongHuo line in the east. It traverses the heartland of the Inner Mongolia Autonomous Region, passing through Ulanqab Meng’s ¹ Chayouhouqi, Shangdu County, and Huade County; Xilin Gol Meng’s Xianghuangqi, Zhengxiangbaiqi and Zhenglanqi; Chifeng region’s Keshiketengqi ², Linxi County, Balin Youqi (Daban), Balin Zuoqi (Lindong), A Lu Ke Er Qin Qi (Tianshan); Zhelimu Meng’s Kailu County and Tongliao City. The Jitong line’s main traffic is freight. The total length is 945 km and it is currently the longest joint venture railway in China.
(Keshiketengqi is a county, it is shortly called Keqi, and the capital is Jingpeng. Same about Balinyouqi - Youqi - Daban, Balinzuoqi - Zuoqi - Lindong, Alukeerqinqi - Aqi - Tianshan (station name Chabuga)).

The JiTong railway is an east west main line that connects the "Three Norths" (Northeast China, North China, and Northwest China), and improves the overall structure of the Chinese railway network. It is an important additional route for moving "coal from west to east, and wood from east to the west"³ , and especially for exploiting state energy resources further to the west. It will also accelerate the development of Inner Mongolia's coal and mining resources, and help resolve the Northeast region's energy shortage problem. (My addition: The line transports a lot of coal from west to east!) It is also an important part of the Europe-Asia land bridge as part of the route between Jinzhou - Erlian - Ulaan Baatar - Moscow - Rotterdam. The JiTong railway's construction and operation is important in developing international trade, strengthening national defense, and stimulating the economy of the "Three Norths".

According to statistical data, along the JiTong line, there are more than 30 kinds of proven mineral reserves, and over 100 mineral deposits. These mineral resources include: 47 billion tons of coal, 150 million tons of iron, 12 billion tons of marble, 2.3 million tons of lead and zinc, 400 thousand tons of tin, 50 thousand tons of tungsten, 11 million tons of natural soda, 30 million tons of limestone. In addition, other non-ferrous metals are plentiful and Kailu has 800 million - 1.2 billion tons of oil reserves.

The terrain traversed by the Jitong line is high in the west and falling to the east. At the western end, the line starts at 1,477 meters above sea level; the top is at DeYI with 1517 meters, and at its eastern end, the line is 183 meters high. The line from Benhong to Keqi (Jingpeng) crosses the Mongolian plateau, part of it across the sand dunes of the southern end of the Onqin Daga desert. Between Keqi and Linxi County, it crosses the Da Xing Gan mountains. ( This part of the line is commonly called the Jingpeng pass ). From Linxi County to Chabuga is an area of low mountains, and from there to Tongliao the line traverses the Liaohe plain and is quite flat. By the way the river at Jingpeng flows into Xi La Muluen He river. The river at Pingdingmiao and Daban is Chaga Muluen He and flows into Xi La Muluen He, and they both join the railway again near Kailu. If the railway followed Xi La Muluen He valley, it would be much easier, and not cross the mountains. However, the railway was built to serve the existing towns of Tianshan, Daban, Lindong and Linxi. This is why it crosses the mountains and has the spectacular Jingpeng pass.

The climate of the area through which the railway passes is of the continental dry and cold type. The annual average temperature is 1 °C - 6.5 °C. In winter, the soil freezes to a depth of 2-3 meters. Annual average wind speed is 4.2 - 4.7 m/s. The record high wind speed is 25.3-30.3 m/s. Annual average precipitation level is 310 - 427 mm.

The main technical data of Jitong line are the following. It is a "first class" single track line. (This refers to a line standard laid out in the China Railways Operation Manual, referring to minimum curve radius, max. grades etc.). The line capacity as built in 1995 was 7 million tons of transported freight (net tons!) per year (with a planned increase to) 17 million tons per year in the future. Line capacity is 17 pairs (of trains) per day in the near term and 34 pairs per day in the future. Limiting gradient is 0.6% on the section Benhong to Haoluku (actually further east to Menggentala) and Daban to Zhelimu and 1.2% between Haoluku and Daban (actually only between Menggentala and Linxi). The minimum curve radius is generally 800 m but in certain restricted locations (the "Jingpeng pass") this is as low as 350m. The length of station tracks is 700m, but will be increased to 850m in the future (done until December 2005). The line uses 50 kg/meter rails and concrete sleepers. However, turnouts and the track on bridges have wooden sleepers. Turnouts are of types 1:9 and 1:12.

The motive power was originally QJ class steam locomotives. Designed train load was originally 2300 tons. However, in 2001 they allowed up to 2500 tons when conditions are good on eastbound trains from Benhong to Haoluku. Between Daban and Haoluku, 2 locomotives are scheduled (however, from Haoluku to Daban, two engines are only needed between Jingpeng and Shangdian). From Daban to Zhelimu, maximum load is 2800 tons (3000 in good conditions, and westbound 2300 (2500) tons for steam traction. The maximal length of trains is 55 cars (restricted by the length of the stations). DF4D diesel engines from Baiqi to Benhong can haul 3,000 tons.

Communication is by open overhead wires (visible on concrete poles along the line ). Signaling is by color light and electrically interlocked semaphores. The interlocking is relay controlled semi-automatic. Automated train stop (ATS) is installed (probably since 2001) in most stations. Magnets are mounted on the tenders of the steam engines, and along the rails. They look much like the German Indusi system. However, they alarm the drivers even if the signals are showing green light.

The Jitong railway has plans for 101 stations, of which 55 were open in autumn 1998, after opening a few new stations that year! In 2001, three new station were constructed between Daban and Haoluku, one west of Baiqi and one east of Chabuga, and the railway now has 60 stations). (The remaining places where stations will be built are stretches where the line is straight and at a low gradient, often there is a railway worker home nearby).

These stations include six large stations, which are division boundaries (locomotive changing points): Benhong, Baiqi, Haoluku, Daban, Chabuga, Zhelimu

Shangdu, Huade, Xinghe, Yalagaitu, Sanggendalai, Jingpeng, Shangdian, Linxi, Gulumanhan, Lindong, Fuxingdi, Kailu (many more from 2001!)

The JiTong railway's main locomotive depots ("jiwuduan") are at Daban and Baiqi. Service points ("Zhe Fan duan") are at Benhong, Zhelimu and Haoluku to turn locomotives. Tianshan (Chabuga) had a service point ("you ji zhe fan duan") with own engines, but is under Daban depot. (Since April 2004 no own engines any more, as Chabuga to Tongliao is served by China Rail Tongliao depot engines). There are servicing facilities (for water tanking and slag removal) at Jingpeng and Linxi⁵, and crew changing facilities ⁶ at Shangdu. Linxi had a depot until 1996, probably for use during construction. It may also be that Linxi depot was planned as a helper locomotive depot, to attach helper engines to trains between Linxi and Haoluku. Since 2004, the former depot is a coal loading area.

Jitong Railway Project is a long planned project by the State and local government. Huhehaote (Hohhot) Railway Bureau first presented Jitong railway plans in 1982. Local government decided to invest in Jitong railway in November 1984. Project design, plan, and feasibility study were presented in December 1986 and approved by National Planning Bureau in July 1987. The engineering plan was completed in December 1988. Project loan from World Bank was officially signed in Sept. 1989. Then all investment requirements were fulfilled. Approcal to atart construction was given in May 1990.

The Jitong railway was built in 5 parts separately. Construction was done by the 19th railway construction bureau of China National Railways. The construction of the first two parts, east part and west part were started officially on 22.06.90. The construction of the middle three parts was started on 01.05.1991. The whole line was connected through on 04.05.1994. Internal testing operation started on 25.09.95. Jitong railway was officially connected to the National network and fully operative on 01.12.1995.

Jitong railway's possible operation methods were researched since 1991. Three operation scenarios were presented to Ministry of Railway and Inner Mongolia Government. Based on the management rules "combined and unified transportation, independent accountability" Inner Mongolia Jitong Railway Ltd. was founded on 25.02.1995. It is responsible for Jitong line's transportation operation and completion of construction works left. Jitong line's timetable and transportation plan is managed by China Rail Huhehaote Railway Bureau. As part of the national railway transportation system, Jitong line receives centralized command, i.e. their passenger trains are scheduled by China Railways and they are not free to set up freight trains as they might like).

Along the Jitong line, there is also a rich ancient culture area. There are lots of relics with archaeological values. On the ground surface, there are ancient ruins, rock paintings, temples, cities, towers, and steles etc. Underground, there are ancient tombs, caves, etc. There are altogether 56 national level and municipal level preserved antiqueunits in Inner Mongolia. Nearly 20 of them are located along Jitong line. Furthermore, since the area has a small population, the landscape is kept natural and nature is relatively intact. (My comment: In many places there is considerable erosion because of overgrazing. Local farmers tell that in the 1950s the whole area around the JIngpeng pass was covered by meter high grass. In 2002, finally, the government has ordered a ban on animals in the mountains after November 15, to prevent further overgrazing. This has certainly helped vegetation recover.) There are also some special resources; such as hot springs in Reshui, the DaLi lake west of Jingpeng, a nice forest about 50 km north of Yuzhoudi, and Asihatu stone forest, an area with nice rock formations, north of Linxi. Asihatu got a ski lift in 2003! Lindong has the rocky "Tao Shi Shan" mountains just to the south of the town. All these should help in developing Jitong line's tourism possibilities in the future. (Yes, just now there is one kind of foreign tourism: people from all the world going to that line in winter to see and photograph steam locomotives. There seem to be no other foreigners visiting the area).

Managers of Jitong line

New president in 2004 is Mr. Wang Hui Chuan, a man who emphasizes a modern railway (diesel traction)

The chief steam locomotive driving instructor was Mr. Han Dou Xian (He retired in end of 2002).

Leader of the youth department for the communist party in Daban was Mr. He Li Wen, since 2005 leader of the workers union / social services.

The diesel motor unit express train

Since July 2000, the Jitong company operates a diesel motor unit. It was named "Hanlu" until 2001, and from 2002 its name is "Jian yuan" = deer.

Service at first was every second day from Huhehaote, no service on day 31 of every month. Sine May 1, 2001, they have another unit, which then started daily service between Huhehaote and Daban. These were originally six car units. In 2001, they have attached another car, making it (them) seven car units.

The first unit ran a scheduled service
K996/7 Hohot 08.47 - Daban 22.21 EVEN days
K998/5 Daban 17.56 - Hohot 07.45 ODD days.

This train is comfortable and fast. Speed is not so very high, but there are few stops. The trains were built in 2000 and 2001 by Sifang Qingdao works. They have, in every end, a 1000 HP Caterpillar motor with transmission to the outermost bogie, and one more Cummins diesel engine for the air conditioning and heating and light. There are a lot of imported parts. The windows are made by Klein Group (http://www.kleinqd.com/index_e.htm). The total weight is 375 tons (told by one of the service people, but this sounds rather heavy for a seven car unit - probably 275 t is correct). I had a cab ride from Jingpeng to Shangdian, as well as Daban to Linxi. The driver ran the car by a joystick. Very low noise level both inside the passenger department and the cab. The brakes are traditional brake-shoe brakes.

YW25DT - 6012 (Car with YW, but here only two beds above each other, open to the gangway like in other YW cars, but very much more space)

YZ25DT - 3029 (YZ car with a small kiosk with microwave ovens to cook meals. Seat arrangement 3+2)

Configuration of the second train, in Nov 2001:
NYJ1 - 4013 = YW 6026, YW 6024, YW 6023, RZ 1003, YZ 3057, YZ 3055, YZ 3058 = NYJ1 4010A.

The train has a max. speed of 120 km/h. Max. speed on the Jitong line is 5 km/h more than for steam trains, i.e. 75 km/h, 80 km/h since October 2001. (55 from Jingpeng to Reshui)
It runs quite smooth. Acceleration is not very high, but the comfort definitely better than in most Chinese trains. Air condition like in the 25-series of cars. Toilets and washing facilities are remarkably clean. The conductors have THE advanced communication system, with tape, CD and DVD players. A GPS based public address system displayed the next station name. They display some English text, but that is more CHINGLISH. ("It is strictly forbided to carry dangers..."

The train itself is operated by Jitong line, the catering service by Aodu travel service and its employees.

Otherwise, the conductors are mostly very young girls (18 to 20 when they started working) from along the line, some from Baiqi, some from Jingpeng, some from Daban, who are both good looking and very friendly. Not only friendly to me, but also to their Chinese passengers. Some of them speak a little English. They have newly designed uniforms, a bit like the Swedish X2000 attendants. Even a new Jitong logo, a circle with "JT" in it. The whole outfit tastes like European Intercity. In every car is a booklet where you can write your comments! There is the kiosk in the YZ car. Locomotive drivers changed at Shangdu until August 2002. For the Xilinhot service, however, they changed at Benhong. When they started running Tongliao to Huhehaote, they change at Daban. They are two people in the front cab and one in the back. Engineers from Sifang factory in Qingdao followed the train for about eight months after delivery. According to them, another ten trains of this kind are operating in Harbin bureau and one on the line Baotou to Shenmu Bei.

The conductors have a work schedule of four days on, four days off. They sleep half of the time and serve on the other part. During their off time, conductors used to be on railway school at Daban, learning safety, signals, and smaller repairs of this train. They originally had a work contract for five years. However, no job security if they do a bad job!

The conductor on this train (and consecutively also on the steam train) has the probably most advanced ticketing system on the railway in China: A portable device with a ticket printer, like modern portable ticket machines in European railways. The machine prints Edmonson-style tickets.

Soft seat tickets are only sold at Daban and Huhehaote. On the way, you have to obtain them from the conductor. Most of the time, the train is quite empty in the higher priced cars. Railway employees travel for free on the steam train, but have to pay on this train.

16 working people are at every time on the train: 1 driver (siji), 1assistant driver in the front cab (fusiji), 1 assistant driver in the BACK cab (!), 2 main conductors, the one selling tickets (Lie Che Zhang), 8 conductors (Lie Che Yuan, Fu Wu Yuan) who open and close the doors to let people in and out, and who clean the cars - 4 of them probably sleep at every time, 3 people to sell food at the foodstore. There is a policeman in the train, but somehow he is not considered "train staff" by the other attendants. The crew is on duty only 30 minutes before start, as opposed to the two hours for steam crews. (told to me by steam crew, dispatcher).

By the way this train has waste baskets at the end of every car, something I have not seen in any other train in China. Some people even use these.

Wreckage:

Unit number 1002 showed rear collision damage (no rear lights) in May 2001. The damaged unit was stored at Daban (July 2001). Daily service was resumed on September 16, 2001.

Diesel traction

Baiqi got its first allocation of DF4D on July 1, 2000. Jitong railways loaned the money. The reason is lack of water between Baiqi and Benhong. They sometimes have to transport water from 75 kilometers away. After three months of driver training, the first revenue run occurred on September 28, 2000. DF4D 4054 and 4055 were built at Dalian in 2000. Price Yuan 4,7 to 5 Million each. (Newly repaired QJ at that time Y300,000 from China Rail, later down to 100,000). Each engine replaced one QJ, as they ran them just the same way as the QJs and in a shared plan.

Baiqi has started cutting up QJ from September 2000 on. One (unidentified) in bits, 6031 being cut on Sept. 28, next are 6080, 604x.

After buying the first two DF4D, Baiqi still had 35 steam locomotives allocated, 20 of them in the daily plan. Typically 9-10 on the run to Haoluku, 7 to Benhong, two with the passenger train and two are shunting).

Baiqi got four more DF4D in 2001, numbers 4069 to 4072, and all these were used on the line to Benhong.

They opened the line to Xilinhot on August 1, 2002, but traffic levels remained low there. Thus all traffic was run by Baiqi-based DF4D. The depots at Sanggendalai and Xilinhot were not opened. Two more engines (DF4D 4088 and 4090) came in November 2002, and three more, Ziyang built 9516 to 9518, came in January 2003. Still, in February 2003, Baiqi had two QJs on freights towards Benhong, and the passenger trains 605x and A201/2 were run with QJ.

The Chabuga to Zhelimhu section was fully dieselized by hiring Tongliao based DF4B and DF4C in spring 2004.

In summer 2004, about 10 used DF4B were acquired from Tongliao and Jining depots. Six were allocated Baiqi, four went to Daban. Price around 500.000 Yuan per piece. They totally eliminated steam on the way to Benhong, and also took over part of the traffic Baiqi - Haoluku. This reduced the number of QJ schedules in Baiqi to 11. Daban only did crew training.
In September 2004, new DF4Ds were ordered, to arrive at Baiqi during October 2004. Numbers 4174 to 4179 were in use in December 2004 between Baiqi and Haoluku. The new diesel engines between Baiqi and Haoluku did not reduce the need for steam, as train weights were increased, and many steam trains now ran with two engines. Daban started test driving DF4Bs between Daban and Haoluku, first mixing them with steam, then running them alone.

In November 2004, all DF4B went to Daban, replacing part of the steam locomotives on the Daban to Haoluku section. Another batch of new DF4D eliminated all steam traction between Daban and Baiqi by April 1, 2005. Diesel engines started running all the way through between Daban and Baiqi in spring 2005. These engines had four crews each, which considerable increases their ability to run longer hours. Trains generally have one engine between Daban and Haoluku, and a helper engine is added for the steeper sections. In autumn 2005, the railway acquired another batch of DF4, which allowed Daban depot to stop using steam engines on December 8, 2005. Daban was thus the last mainline steam depot in the world.

In 2006, Daban and Baiqi diesel engines got a new working schedule: They were operated in pooled manner: Both Baiqi and Daban personnel work 12 to 15 hours out of their depots, then have 15 hours break, and return working on another engine. They then rest 30 hours at their home place. Maintenance supervision of the engines in the depots was strengthened: Some former brigade drivers were assigned maintenance supervision now. The engines now had only two hours scheduled break at the depot, whereafter they returned with different crews. Daban also got four DF8B engines for helper services Linxi to Shangdian and Jingpeng - Shangdian and Jingpeng - Menggentala. This meant there was no more need to have double traction between Daban and Haoluku, thus saving engines. Haoluku was abandoned.

Rumours tell that the ultimate plan for the future is that Baiqi and Chabuga depots will be canceled and replaced by Sanggendalai and Daban depots. Diesels may then run Benhong to Sanggendalai, Sanggendalai to Daban and Daban to Tongliao.

How the signalling was done before automation in 2005

The control table in the station was used to get permission from neigbour stations to turn the signal green. The chief in the station on his turn gave this permission to the signal men at the ends of the stations, who opened the signals themselves.

One extra interesting detail: The signals were equiped with a device that closed the signal when the engines have passed. This was done by an electrical contact which released the bar that serves the arm itself. Only when the block is cleared (some minutes later), the signal man came out to control the handle itself. This was done to avoid accidents if one train should follow another and the signal man would forget to close the signal in time. This contact was situated at the entrance and exit signals. The outer warning signals only closed when the train reached the contact of the entrance signal. This was no problem as no other train can leave the previous station before the whole train has entered the station we're talking about. This equipment used to be standard too in Belgium, Holland, Poland, Germany and I suppose other western countrys. Also interesting in China are the switches which were served by bars going from the handles towards the switch itself. This is typical old-style English equipment. The oldest signal boxes in Belgium (type Saxby, copied from England), have this equipment too.

In autumn 2005, with the lengthening to 850 meters track length and general modernization, all stations were equipped with light signals and electric motors for the points, thus eliminating the need for watchmen at their respective ends.

How they operated the steam engines (and the diesels to begin with)

Daban QJs are running about 3600 kilometers between minor repairs and 7000 - 9000 km (about 20 days) between boiler washouts. This distance is determined by the quality of the feed water. Water is not too good along the line. With the washout there is a small scheduled repair. Some piston or valve rings are renewed then. (Typically one piston, or valve per washout). All the other valves and pistons are checked and cleaned. The running gear is also checked up. All the pumps and the measurement devices in the cab are checked, and a lot more. The feedwater heater is descaled. Even the brick arch in the firebox may be repaired. Locomotive and tender are coupled from each other in order to check the coupling. Washout and intermediate small repairs are done at Daban (and Baiqi) depots. Locomotives enter the shop at 6 in the morning and turn out in the afternoon. One or two of the locomotive crews participate in this work. For else, about 20 depot workers participate, for each locomotive. On a typical day, Daban did such inspection /washout/repair on four engines.

As the feedwater is normally bad, there will collect a lot of sludge. In order to reduce the concentration of sludge in the boiler, they do a lot of blowdown. Thus, every half hour or more often, they open the blowdown valves. Typically this is done on high dams or on bridges. They also do this if boiler pressure is rising too fast, to prevent the safety valves from blowing. There is a blowdown valve (feng shui fa) on each side of the firebox, and one in the middle below the boiler, blowing to the right. Engine crews shall look if there is someone at the line before blowing.

Normally the engines of Daban did one run to Haoluku and back in a day, the return trip taking 16 to 26 hours, if there were enough trains to run. ON the Daban to Chabuga section, three legs are completed per day. This gives a daily running distance of 380 to 465 km.

Typically, a crew takes over two hours before departure, they check and oil the engine, fill sand and water, clean the fire, and head off to the station. Then they run a train to the other end of the section. They enter the depot, get coal, turn the engine, clean it, and leave it to the next crew. Depending on the traffic, the stop at the depot may be an hour or so, just enough to prepare for the next trip, or several hours. If the engine is parked for some time before the next crew takes over, some equipment is locked in the tender: Seat pillows, tools, cleaning wool, oil cans etc. The nex crew then gets the key at the locomotive planning office.

Most engines have some minor problems, like nonfunctioning coal pushers, or nonfunctioning warm water pumps. Much of this is fixed during the washouts, but there is even small welding done anywhere and at any time at the depots.

On the line, every steam hauled train stopped at the stations with water. Even if no water was taken, the engine was inspected.

Engines ran 7000 to 10000 km per month, and 80000 km per year. Maintenance cost on depot per year was about 48000 RMB. Every year or after about 90000 km (some crews say first time after 120000 km, thereafter every 80000) was an intermediate repair (jiaxiu) at a China rail depot, for example Fuxin, Zhangwu, Baicheng, Tonghua and Dahushan (autumn 2004 in Fuxin and Tonghua only). Tasks at this repair include reboring valve and cylinder liners, tyre reprofiling, exchanging axle bearings and repair of help machinery and rods. This cost about 100.000 RMB. Every third year (about 270.000 km) was a major repair (changxiu) at, for example, Mudanjiang, Jinzhou 701 works, Changchun or Sujiatun workshops. This cost about 280.000 RMB and includes boiler repair. During 2000 and 2001, Sujiatun had a contract for repairing 2 engines per month. The last repaired engine was QJ 7081 in August 2005.

Every locomotive had three crews, each consisting of three people (driver, assistant driver, fireman). Only the passenger engines of Daban depot have (had) two crews.

The locomotives at Chabuga and Baiqi were in principle run the same way as the Daban engines. The diesel engines also have three crews of TWO people each and are operated the same way as the QJs. However, since the dieselizaiton of Daban to Baiqi in 2005, some locomotives have four crews with the engine running through and the crew changing at Haoluku. For diesel hauled trains, the stops for inspection at intermediate stations were cancelled. Diesel crews between Daban and Baiqi are three men, however. One driver drives Daban to Haoluku, the other one Haoluku to Baiqi. Daban based diesel engines were running an average of 528 km a day in April 2007.

How they plan the schedule

The schedule is planned manually on large sheets of paper. China Rail phones Benhong and Zhelimu stations shortly before trains for Jitong line arrive. Dispatchers there give the information to dispatchers at Daban and Baiqi stations who then plan the trains to be run. They in turn phone dispatchers at the two depots who assign engines and crews. These, as the last, inform the dispatchers in the central management office in Huhehaote about this. They all draw the schedule by hand, using approximate timing between the locomotive changing stations. Daban and Baiqi inform each other. Baiqi plans everything from Haoluku on westwards, Daban everything east of Haoluku. Train crossings are not planned in this process. They are scheduled by improvisation, by a dispatcher at Daban and Baiqi, respectively. Twice daily, at about 6 and 18 o'clock, the depot people and stations along the line get the schedule for the next 12 hours. This schedule, however, changes during the day as trains are either delayed or run faster than planned. The only fixed trains are the passenger trains, and they are planned first of all.

How the actual crossings along the line are decided, is open. At times, there are (freight) engines crews heavily arguing with station employees about being allowed to proceed, sometimes successfully. The argument is normally "we will be fast enough".