You are looking at Hans Schaefer's web site.
Updated Aug 2005
You are looking at Hans Schaefer's web site.
Updated Aug 2005
Altitude diagram of the whole line |
GPS position data. |
Station list with details. |
Maximum speeds. |
Typical freight timings. |
A map showing how to get there. |
This descirption was written when the line was using steam locomotives. During 2004 and 2005, traction has switched to diesel, which means some texts are outdated. For historical reasons I leave the old texts. Other modern development along the line is being included continuously.
| Benhong to Baiqi | Baiqi to Haoluku | Haoluku to Daban | Daban to Chabuga | Chabuga to Zhelimu |
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Zhelimu to Chabuga |
Map of the line from Zhelimu to Chabuga (by Louis Cerny) |
| The line branches off from China Rail at Zhelimu, north of Tongliao. The locomotive service station at Zhelimu is about 500 m west of the station and is in a cold windswept open flat area with a low brick wall around it. There used to be 2-3 Locomotives in steam and a QJ shunting. The locomotive service station has been abandoned upon changing to diesel tranction. Six tracks of the station are Jitong line property. |
| Link to the weather in Tongliao from Zhelimu until west of Jingpeng, the main road number 303 runs parallel to the railway much of the time. This road is useful when chasing trains by taxi for photography. From Zhelimu until about km 800 the line is quite flat, just very slightly rising towards west. The terrain is desert like. Large bridges are at km 881,7 and 849,3. Florian Menius reports in March 2002: Bus connection from Tongliao to Kailu bus station in the town center (65 minutes for 90 km along the new highway, fare is 25Y. The railway has already lost the competion here with 2.5 hours journey time on the steam train. Kailu railway station is about 4km away from the city. There is uninspiring flat landscape around Kailu with straight line for kilometers. However, there was something good to this anyway: In Kailu, in 2002, the east and westbound passenger trains arrived within about an hour of each other, the eastbound first. You then had time to walk over to the small brick building near the depot steps that serves excellent food. An excellent place and very inexpensive. |
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Just west of Kailu station is a large food storage depot area where lorries arrive loaded with corn. It is stored either in large open dumps (looking like coal dumps but yellow, of course) or in a couple of silos. There are two railway tracks and some 10 conveyor belts which are used for loading the railway wagons. During one afternoon, no less than 11 wagons were loaded. The second engine of an eastbound double-headed train was uncoupled at Kailu and spent the afternoon shunting at Kailu and serving the "corn storage depot". Finally, it left towards Zhelimu in the evening with 15-20 loaded wagons - exclusively corn! |
Map of Sharinai |
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Sharinai has an oil loading facility.
km 799,35 Level crossing with main road |
Fuxingdi to Chabuga - The line: |
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The area between Fuxingdi and the viaduct at km 767, halfway between Fuxingdi
and Chabuga offers nice scenery with villages, Fuxingdi`s semaphores and
hills as backdrop. The large viaduct at km 767 was not photograph able in summer unless you have got a 600 mm long lens. Possible views were either hampered by trees or too high corn plants. In winter, both spots should be possible. Between km 767 and Chabuga, landscape is featureless but includes a horseshoe curve in a side valley. km 773,5 start of 1500 westbound grade 5.5 per thousand, then 500 m 1.4
per thousand |
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| Sattelite picture at farrail.net |
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The large viaduct is 8 km away from Tianshan city center. Take bus No.1 or any other bus along the road to Kailu and Tongliao at the bus station at Tianshan. The road to the viaduct is being tarred in summer 2003. Distance between Chabuga railway station and Tianshan bus station is about 4 km. |
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Max. speed from Zhelimu to Chabuga was 70 km/h, 75 km/h since October 2001. |
Chabuga to Daban |
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This part of the Jitong railway was mostly served by single engines. However,
some trains often run with double headers. Instead of sending off light engines,
they rather put two engines on one train. Since they dieselized most of the traffic on other sections in 2004, this section has been served with double traction on most trains, with ttrain weights approaching 4000 tons.
Many trains have long stops at Chabuga, up to two hours. This is for a technical check of the wagons. The line is running through hilly terrain and has many grades of 5 to 6 per thousand, making the locomotives work hard at times, especially if only one engine is used. There are many good possibilities for photographing. The operating pattern changed in 2004 after diesel was introduced to the Chabuga-Tongliao section: They attach a conductor car to the end of the trains in Chabuga, as the conductor has the check the brake pressure at the end of the train. Trains between Daban and Chabuga may be up to 2300 tons for single engines, and 4600 tons for two. Just north of Chabuga station is a brickwork . They use clay they find at the place and blend it with the ash they buy from the locomotive depot. If you have time, just walk in, people there are very friendly. The bricks they make are sold for 1,2 mao. From Chabuga we immediately enter a hard incline, most of it about 5 per thousand. This lets the engine work about as hard as on the "Jingpeng pass" between Jingpeng and Reshui. A dirt road crosses the line at km 751.5, good photo position for evenings. Just afterwards, the new Hailaer to Baotou highway crosses the line on a new bridge (since 2003). A few kilometers out of Chabuga, at km 748.8, the main road to Lindong (road no. 303) crosses the line with a bridge. Just after it comes a large curve. This may be a good evening photo position. |
Map |
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Another bridge over the railway is at km 745.5 (main road). Good photo
position all day. The railway passes along a hill in the curve below it. There is a wonderful cut from
which you can catch the eastbound trains round the curve, swing around through
the cut and curve off rolling down toward Chabuga. Great for afternoon light.
The line runs upwards until Xigou station, where after it falls, but at less than 5 per thousand. Hard work here for eastbound trains. There is a level crossing with the main road at km 731.102 (near the highest point between Yamenmiao and Chabuga), and the line falls to the west of that. Large bridge at km 728,4, eastbound trains work hard here. From Xigou until Yamenmiao station, we get a lot of small inclines and declines, and power comes off and on. There is open undulating prairie for many miles. North of Yamenmiao, you find a steep mountain as a background. Level crossing with main road at km 706.114. The line falls towards a large river bridge and then slowly rises towards Lindong. In the Lindong direction, the line skirts several ranges of hills ("Tao Shi Shan") as it climbs out of the Olji Moron He river valley towards Chaganhada summit. The first section to Lindong is quite photogenic and relatively easily accessible. Pictures can be found here Many long curves. Desert like terrain near the big river bridge and the steep mountain may give a good background for pictures. Light is best from the middle of the day to the evening. From the river bridge at kilometer 706 to Lindong at km 693 most of the line is upslope at 4 to 6 per thousand. The line here is criss crossed by several dirt roads which are easily accessible by bus if your driver knows the area. Lindong station is 14 km up the bank and some 4 km by road from the town of the same name.
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Lindong
station here has watering and fire cleaning facilities and a few sidings. At Lindong the locomotives of both westbound and eastbound trains take water, and sometimes do some shunting.
Note a large 1000 years old pagoda ("nan ta") on the hill above Lindong. It was built to safeguard Lindong for a wild dragon, believed to be the stony hills south now ("Long Tou Shan"). Between the station and Lindong, there is also a forested area. This is where archeologists are looking for ancient remainings. Parts of an old fortress wall can be seen here. The west part of Lindong os quite modern, the east part more traditional style. You may take nice photos of the starting westbound trains at Lindong station from the pagoda! In 2003, there was major work going on in the area of the Lindong station due to new tracks being built to a new South African joint venture zinc factory under construction to the southwest of the station. The name is: Chifeng Kumba Hongye Zinc Corporation Ltd. Production is 50.000 tons per year. There is also a new coal loading area here, for lignite coal mined in a mine at Baiyingolo 150 km north of Lindong. There is also a zinc/lead mine at that same place, delivering its ore at Lindong. A new railway line will be constructed from 2005 to 2008 from Chifeng via Daban to these mines. Lindong loaded in December 2004 5000 tons of lignite for Tongliao power station every day. Such trains carry numbers starting with "W". Tens of trucks are unloading here at every time during the day. A taxi one way to Daban takes about 70 minutes, even less after the new motorway is open. (This motorway was ready for use and in inofficial use in autumn 2004, but was closed at the end of the year after some deadly car accidents. The plan is to open it in October 2005, when the payment booths are ready. However, during Easter 2005 traffic was going, a little hampered by physical barriers here and there.) |
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From
Lindong on the line slopes up westwards up to 6 in thousand. There is a small
road crossing at Wangjiawan (km699) and there are several good photo positions
on the line for westbound uphill trains. The incline is steepest at the beginning, then continues past Dariqiga,
thereafter most of the time 4 to 6 per thousand until just after Chaganhada.
The line is less accessible but climbs through relatively open country.
Level crossing with an tarred road Lindong - Tao Shi Shan - new motorway at km 683.619. At km 666 is a large
river bridge in a curve. Accessible from
road 303 at a crossing 29 km west of Lindong. The side road (sign read Yezhugou 23 km) leads
to near the bridge. You may chase a train from here towards west of you
have an able taxi driver. But the new motorway, constructed since autumn 2002, also has a large bridge parallel to this bridge, and the motorway follows the line until Chaganhada station, passing about 200 meters south of it. This motorway passes 1 km south of Daban near Nan Shan, on the other side of the river and leads from there to Keqi (Jingpeng), and then south of the railway line towards Haoluku.
Investment 30 billion RMB, more than 10 times the cost of Jitong railway.
Locomotives with westbound trains work very hard here. Mountains are in the background to the south. |
| The top of the line is between Chaganhada and Gulumanhan, one kilometer east of the level crossing with main road at km 646, beside a large lake. ( Picture). Often in summer, this area is full of animals. There is a nice photo position at and just after this level crossing towards west. You may drive on the main road in parallel with the train and photograph it from aside, until near Gulumanhan. Westbound trains will not use power, eastbound ones work hard all the way from west of Gulumanhan until about 3 km after passing the top after the road crossing. Just at and after the road crossing, eastbound trains will work especially hard, as the lincline is 6 per thousand. |
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| Gulumanhan has a water tower and water column, and three tracks. Eeastbound trains work hard, if they do not stop. Westbound trains accelerate out of the station, thus you have power both ways. ( Picture of QJ6301 there ). Curves are here on both sides of the station, and the road is very near the line on the south side. On the way westwards the line is first downhill at 5 per thousand, then flat with small declines and inclines in forest until a large bridge at km 623. From there it runs upwards towards Baomutu. There is also an S-curve just west of the bridge. After passing Baomutu, the last station before Daban, there is still an incline for westbound trains until km 614, from which the line turns down until Daban. Here is a photo of supershine QJ6301 in Baomutu in November 2001. |
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The countryside around Baomutu is quite flat, with a Mongolian style hotel
north of the line and wild mountains in the far north. The main road is just
south of the railway. There is a level crossing at km 610. From km 608 the downgrade is about 6 per thousand,
making it hard for eastbound trains. At km 606 is a level crossing with an asfalted road, and several good photo positions nearby as well as at km 603. Most of the
time between Gulumanhan and Daban, the road is not far south of the rails.
On the north side, there are lots of trees, probably planted when the railway
was built. It can be seen quite well how these trees stop the blowing
sand. Tree planting is especially tight from km 610 to km 617, from km
627 to 638.5 and from km 659 to 677.
Km 603 and 605 are good spots to reach by walking the line from Daban, for pictures of the morning passenger train. You may also go by taxi to the level crossing at about road km 945 / railway km 606. |
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See here for a photo of the passenger train at km 605 in November 2001. The line between Chabuga and Daban (and further to Reshui) had 70 km/h maximum speed, 75 km/h since October 2001, 80 km/h in 2004. |
Map of the line from Daban to Reshui
This part of the line is the steepest part. The ruling grade between Linxi and Haoluku is 12 per thousand. This means that most freight trains (all trains with more than 1150 tons load) need two QJ engines. Diesel powered trains can have up to 1750 tons per DF4.
| Daban | Daban station has a slight downslope towards west, helping trains to start. From Daban westwards, the first two kilometers rise at 4 to 6 per thousand. Near the top at km 597 is a good photo spot with a cutting. After this comes a quite flat stretch with desert-like landscape until crossing the river after about 15 kilometers. In this flat part, the line runs northwards. Some small ups and downs in desert like terrain. The main road crosses the line on a bridge after some 5 kilometers. This road (number 303) was a dirt road between Daban and Linxi until summer 2000, and is now tarred. From Daban station until here it is about 90 minutes walking or ten minutes by taxi. Several good photo positions along this stretch. After that, the line can be seen from the road, with several good photo positions along here. Both ways the engines will not work hard, and speed is considerable, often about 50 to 60 km/h for freights. Eastbound freights will very seldomly open up steam. If at all, it is after passing the large river bridge (Xila Muluen He river) near Pingdingmiao eastwards. But the eastbound passenger train used to steam from a stop at about km 590 to the top at km 597. At the same place it is good to photo westbound trains, which may steam most of the way to Pingdingmiao, but usually not the last 3 km before the large river bridge. The area is marked by an encircled C on the map. |
| Pingdingmiao | Just east of the station, at km 578.8, there is a level crossing with the main road. From here to LinXi the line rises most of the time at 3 to 6 per thousand. The station is about 2 km after the river bridge. The line leads through agricultural areas; sometimes it is on dams, sometimes in cuttings. It follows a river valley towards Linxi. There are some photogenic curves west of Pingdingmiao, but the road is far away. The road is on the north side near the line at about km 570 to 575 (near Wenduoheshuo). Buses are available, one bus from Daban at 8.20. A taxi between Linxi and Daban will cost about 80Y.). Engines work at medium power up to Linxi. |
| Wenduoheshuo | The station is visible from the road, which goes parallel with the railway for 1.5 more kilometers on the east side of the station. Near the station, the road crosses four nonpermanent rivers by bridges (dips until early 2003). Cars had to slow down considerably to cross them safely. Most of the time, the railway runs through flat agricultural land, rising at about 3 to 4 per thousand. Speed of westbound trains is about 40 km/h, sometimes up to 60, eastbound trains may run at 75 to 80 km/h. There are some photogenic curves just after Wenduoheshuo. Linxi is reached about 1 to 1 1/2 hours after starting from Daban. The oil tanks located east of the station are visible from a few kilometers away. The area is marked by an encircled B on the map. |
| LinXi | LinXi is a larger sation, with four tracks. It is about 1 km outside town. The town seems to be about same size as Daban. The county has 240.000 inhabitants. Here is a water stop. Local workers shovel coal forward in the tenders. The procedure is that the train stops before reaching the water column, then pulls ahead to a precise stop. There is only one water column, so the train must be pulled forward 29 meters to tank the second engine ( Picture of QJ 7009 doing this). Local people collect any coal that falls down from the tenders, and coal that is on the frame between loco and tender. But this is different from India. These people are not badly clothed, and they have tools. The women sometimes wear brightly colored clothes, which makes it a good motive for photography. Westbound trains tend top stop in track 2 or 3, eastbound trains in track 1 or 2. The water stop takes twenty minutes to half an hour if there is no extra waiting for crossing trains. Often, shunting is also done here, sidings are to the northeast and southwest of the station. Linxi once had a locomotive service station during the construction of the line. Some abandoned tracks and an abandoned triangle can be seen just southwest of the station. It may be this locomotive station was intended for helper engines to be attached to the trains from Linxi to Shangdian. Having only one water column also suggests that there would be only one through engine. Nothing is, however, known. The locomotive depot was more or less destroyed because of construction of a new road towards Chifeng in 2001 (open since Oct. 2002). In 2004, it as rebuilt into a coal loading area where coal from another coal mine about 140 km north of here is shipped. There is also a tin, silver and lead factory just outside town to the west, and a copper mine. Linxi is marked by an encircled D on the map. |
After LinXi the action starts. Until the level crossing at km 544.5, the grade is mostly below 6 per thousand and terrain is flat with vegetable fields. After that, the incline is 12 per thousand. Much forest, and the road is about 1 km south of the line. Much of the line is straight, with an S-curve and hard incline just before Yuzhoudi. |
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| Yuzhoudi | Satellite pictures from the area Most of the line after that rises at 11 per thousand, sometimes on straight stretches even 12, along the road to Reshui. This is probably the heaviest drag along the Jitong line. Heavy trains are often creeping along at 16 km/h to 20 km/h. Yuzhoudi station gives relief for some 2 kilometers. This station has some side tracks on the south side because an iron ore mine delivers ore for loading here. It looks like black dust and is usually kept wet to prevent it from blowing away. Probably, this mine is also delivering its ore to Shangshuitou/Menggentala station farther west. The Daqing mountains become visible in the north now, and start dominating the scenery. At the cement factory 2 km west of Yuzhoudi the rise is up to 12 per thousand again. An S-curve here is nice for photography. But many curves on the way afterwards may yield nice photo positions. Two good positions are near the cement factory and one kilometer west of it. The road is near the line, especially at km 521 - 523, making chasing trains by taxi a possibility. The area is marked by an encircled A on the map. Here is also a detailed map of the line. Small minibuses (mianbao chuzuche) run all the times during daylight. They cost 5 RMB from Linxi to Reshui if you share the ride with all other people, 50 if you take one alone. The ride in a taxi alone takes about half an hour from Linxi to Reshui, while freight trains generally use one hour. Most of the area along the line is used for agriculture, with corn, sugarbeets, buckwheat, wheat and sunflowers being the crops. But also many animals will graze here. The road is enclosed by poplar or aspen trees (Chinese: Bai shu). At one point is a police roadblock, used ot check that no wood is exported from the area illegally. Just before Galadesitai, the line rises on a dam, passing the outer entrance signal. Down from here, there is a new electricity substation (2004) as well as the new bypass road in the river valley. |
| Galadesitai / Reshui | Reshui means "warm water", and Galadesitai the same in Mongolian. Maximum speed from Reshui to Jingpeng) is 50 km/h and 55 for the diesel express train. From Reshui on things are well known to railway enthusiasts, with the line going in three levels above each other along the mountainside. (see the Jingpeng pass map) Level crossings, since 2001 with guards, at the main road are at Reshui (km 515.6) and at SanDi (km 509.8).The large river bridge above Reshui often has a strong westerly wind blowing, which is even awful for the crew in the locomotive. Locomotive crews are well aware that all the foreign railway friends are standing at certain positions above Reshui and taking photos. Since autumn 2002, a new road was constructed in the river bed passing Reshui. Its ditches make crossing the valley difficult. The road was finally tarred and opened in 2004. About at Reshui (Galadesitai station) the coal in the front of the tender is exhausted, and often the coal pusher is of no use either. One man must then pull coal forward in the tender. If the coal is frozen, one man has to get out and hack it with a pickax. Often, they have to do this twice, one time just after crossing the viaduct at Reshui, and then after passing the two tunnels further up. The trouble with the line above Reshui is the increase in altitude. The railway has to rise about 200 meters, but this must be done in 10 kilometers. Thus, a switchback has been built. The line turns left already in Reshui station, then a little below the terrain it passes the school, then the level crossing. Fir trees have been planted along the line here, but most of them are dead due to drought and negligence. After the level crossing with road 303, trains pass the entrance signal for the opposite directions and then enter the large bridge across the valley. Here, the upslope of 12 per thousand begins. Trains slow down. The right curve after the viaduct has only 9 per thousand grade. We can see the level above in the south. Then, the line to SanDi is more or less straigth with 12 per thousand upslope. Locomotives work very hard here, and go slowly, spinning often. Near the school of SanDi, the line turns a bit right, over the river bridge and then enters the first switchback with a 210 degree curve. Most of this is in a cutting, deep down into clay. The signal for entering SanDi is on the RIGHT side of the line. This curve is difficult for some engines, as the QJs are slippery when negotiating curves. Near the end of the curve the railway crosses the main road, and then reaches the new (November 2001) SanDi station. > Photo positions at Jingpeng pass There is a brick work below SanDi, worth to visit in summer. |
| SanDi |
Here is a flat stretch, only 1.5 per thousand incline. Before 2001, here was only a railway workers home, above the line. Only one of the engines may work here if the other engine has a bad boiler and needs to cook water to get steam pressure or the water level up. If both engines work, speed may rise to 40 km/h or more, but they nearly never open up steam to maximal power. At the end of the straight stretch, the line starts rising again at 12 per thousand, crosses a dirt road with a guard, enters a deep cutting, then turns left on a high dam, a famous photo position. The dam seems to sink down in the middle. It is easy to see that the upslope is steeper towards the end of it. Then comes the 210 degree curve from level 2 to level 3 with two short tunnels, the first (#7 tunnel) 205 m long, the second (#6 tunnel, 275 m long but having an S-curve. Between the tunnels are the places with the first morning sunlight. Both tunnels are short enough to walk through, with care. The line then follows the slope of the mountains in fillings and cuttings. From most of these places, all three levels of the approach are visible, and you can see the trains for more than half an hour climbing the hills. Just below Liudigou near the outer entrance signal are the places with the last sunlight of the day. After this the line runs over another large filling in a right curve. Landscap here is dramatic, but photography is difficult due to light and contrast conditions. Often, animals will graze up here. |
| Liudigou |
This station is situated on the mountain slope. The station building was placed on bad ground, was finished but never taken into use. Cracks opened up. In 2000 it collapsed. Local people have taken some of the materials, the rest is still laying in a heap. The station master resides in a one storey house with the railway workers. The station is easy to reach by a sand road from the level crossing below SanDi. As the station lies in a 6 per thousand incline, it is not popular to stop upbound trains here. The loop branches off on the north side of the track. If downbound trains have to stop, they will normally use the loop. It is equipped with a dead end on its lower end. Upbound trains use the through track (left track) on the way up). Above Liudigou the line is more straight, most of the time 12 per thousand incline, locomotives still work very hard. After some five kilometers we get a few curves, pass the village ShiDi, a dam, NanDi on the left hand side, and then the outer entrance signal to Shangdian station. Here, at the Dabaliang tunnel entrance, is a much used photo position, as it is just below the road. It is easy to chase trains by car from and to this position. The summit of the line is in the 982 m long tunnel, near the west end of it. It normally takes about two hours for freight trains to climb from Linxi to Shangdian. (For a taxi it takes about 45 minutes). Many times, the front of the tender is totally emptied for coal up here. |
| Shangdian |
In the tunnel or at the station entrance to Shangdian the engine crews shut off steam, they pass the station rolling, pumping water into the boiler and slowly start rolling down the slope towards Jingpeng. The grade here is 9 to 11.5 per thousand most of the time. Eastbound trains will normally shut off steam in the middle of Shangdian station, or, if starting there, before the tunnel, and start drifting down. Shangdian station has two side tracks, from east number 3 first branches off to the left, then number one to the right. Westbound trains tend to stop for crossing in track 2 or 3, while eastbound trains then pass in track 1 or 2. The line follows the northern mountain slope through stony and quite dry terrain, turning to the left after about two kilometers, through the three ErDi tunnels (#4 165 m, #3 250 m, #2 295 m long.) into a side valley near ErDi. This side valley is a famous morning photo position. A decrepit brick work is situated inside the curve. Hence the name "brickworks valley". To the north of the side valley is the steep mountain "Hadashan". A good vantage point for people who want to have an overview or just want to hear and see the long climb of the eastbound trains. Climb the mountain from the northeast side. |
| Hadashan |
At Hadashan station is a two kilometer flat stretch, only 1.5 per thousand incline. (Station since November 2001!) Hadashan station has two side tracks, westbound trains tend to stop for crossing in track 3, while eastbound trains then pass in track 2. (Track 3 is equipped with a dead end, in case a train cannot stop). Part of the station is built on clay, and in autumn 2002, workers were already repairing the groundwork. Then the line enters the western switchback in a 400 meter radius rightbound curve, with the tunnel #1 first (not easy to walk, as it is long and curved) and then over the spectacular curved viaduct at Simingyi ("Simingyi Da Qiao"). This is probably the most photographed bridge along the line. The line falls mostly at 9 to 11 per thousand. After a few kilometers of backtracking we come back east as far as Hadashan again and turn the second time, now leftwards 180 degrees, and crossing the river and the road. On the bridge you can read the slogan "the railway was built by the people, the railway serves the people". Then the trains further roll down the north side of the valley, above the villages, into Xiakengzi. There are several deep cuttings all along this stretch, and incline is most of the time around 9 per thousand. Only on straight stretches it is 11 to 12 per thousand. Along the two kilometers above Xiakengzi, many trees have been planted, making photography a bit difficult. However, along the old road you may see the rural people working, for example farmers threshing their crops during September and October, and lots of animals grazing. Just before reaching Xiakengzi station, the line passes above SiMingYi primary school, on a photogenic dam between two cuts. |
| Xiakengzi |
The station lies in a 6 per thousand incline. The side track branches off to the south side of the main track. Downbound trains, if stopped, use the side track on the station side. (The "down" track is equipped with a dead end, in case a train could not stop). Again, below this, most of the time the line falls at 8 to 12 per thousand, with nice curves in cuttings deep into clay and on dams. It enters another side valley to the north near some spectacular rocks, crosses a large bridge and runs south towards Jingpeng, passing first a large white building, a middle school, then two large brick works just before the station. Along all of this, the locomotives on eastbound trains will work hard. |
| Jingpeng |
Jingpeng has a larger station with three tracks, and it is the main town of the area. The name of the area is Keshiketengqi, also called Keqi. Buses are normally marked "Keqi".
Map of Jingpeng and west of Jingpeng by Louis Cerny Web page of the local government (in Chinese) Web page of Dali Lake resort nearby Satellite pictures from the area The mongolian name of this area i "Hexigten Qi". It was the home of the family of the father in law of Gengis Khan. He recruited many of the soldier of his life guard from this area.Jingpeng has another water stop with double water columns for both directions, and here local works push the coal to the front of the tender. Westbound trains use tracks 1 and 2, eastbound trains track 2 and 3. All trains take water here, and some westbound locomotives may get cleaned the fire. Most westbound engine crews eat at a little restaurant besides the western water columns. Since 2004, they eat 50m farther back. Jingpeng has a few side tracks east of the station, and a loading area for ballast stone, which is manufactured locally here. Some trains will stop for shunting here. The town is situated to the southeast below the station. About three kilometers by taxi. You may also walk along the line a kilometer or so westwards and then enter the town through a foot path near an old temple. In 2003, a new tarred road has been made for better access to the station. The trans-mongolian highway from here to Huhehaote was opened in 2004. From Jingpeng, the first five kilometers are quite flat, with a 135 degree curve just after the station, until the large river bridge west of Jingpeng. The walking path on the edge of the ballast has a good surface, and could even be used by a bicycle. Westbound trains may reach 60 km/h, whereas eastbound trains roll fast without using steam. In this area there are many graves. There are actually two bridges, one smaller first, then the large one. The second bridge after Jingpeng was the most expensive on the line. It is 45m high, extending its pillars 10m below river level, and 400 m long. To get to the west bank it is best to walk over the bridge, as the river often has water and there are some high fences on the west bank. The section between Jingpeng station and the large viaduct (Jingpeng Xi Daqiao) 5 km west of JingPeng offers, though flat and not hard working engines, very photogenic spots : * ancient temple just below the railway line,
JingPeng city and mountains as backdrop The scenery west of the viaduct is less rewarding, turning into desert. Then comes an 11 kilometer long 11 per thousand rise towards Majiazi. Mostly straight line, but some desert like landscape with a lot of sand and even some sand dunes on both sides of the line, and the tarred road number 303 (towards Xilinhaote) not far north of the line. Westbound trains are working very hard here. Mountains can be seen in the distance south of the line. |
| Majiazi |
Majiazi station is photogenic in the evening. Then through the next two stations there is mostly straight line, rising at mostly 6 to 8 per thousand, a bit easier. Here they have been planting trees and shrubs, in order to stop the sand from blowing on the line. A dirt road leads along part of this line. The problem here, for the firemen, is the quite full firebox, the quite empty tender, and very often slags in the fire. Steam production may not be on top any longer. |
| Menggentala (ex Shangshuitou) |
This is a new station since November 2001, with side tracks to load iron ore. Lorries deliver the ore from a mine some 40 km away in the northwest in the mountains. The ore is kept wet in order no to be blown away. The side tracks are more or less covered by sand. The incline continues westwards, more or less on a straight line. The station building here is nonstandard, mongolian style. A nice change from the other buildings along the line. |
| Baiyinwula |
The line up until here is quite straight, mostly 6 per thousand. Landscape is near desert with sand dunes and some trees. A dirt road follows the line. The loop at Baiyinwula is on the north side. |
| Hansulu |
The last 15 kilometers from Hansulu to Haoluku contains small ups and downs, mostly 2 to 4 per thousand, with the last 2 kilometers down. On this stretch both eastbound and westbound trains will be steaming, speed being at 40 to 80 km/h. Some desert and some sand dunes with birch and oak trees on their top make a nice background, but the line must be reached by walking from Haoluku. According to taxi drivers, a ride by taxi Jingpeng to Haoluku on dirt roads takes three hours. However, since autumn 2004, there is the new motorway passing both Jingpeng, Majiazi anf Haoluku village. The line between Jingpeng and Haoluku has 75 km/h maximum speed since October 2001, before that it was 70. However, eastbound freights have been observed at up to 85 km/h. |
| Haoluku |
This is a locomotive changing station in the middle of nowhere.
There is a small railway workers town near the station, the depot is west
of it. The wagons get a brake inspection, locomotives change from two Daban
based engines to one Baiqi based one. At the end of 2004, many trains get two engines on the way towards Baiqi. Landscape around the station is sand
dunes, the southern horizon is far away. Some birch and oak trees grow on
the dunes north of the station. A few small farms and private restaurants
are around. There is even mobile phone coverage here since 2002. |
| Sattelite picture at farrail.net |
The ruling grade for everything west of Haoluku is 6 per thousand. This means one QJ can handle up to 2300 tons trains, a DF4 3000 tons. The line is over rolling hills up and down, no general trend observable. Altitudes see on the station list. Max. speed here is 70 km/h, 75 km/h since October 2001, probably 80 now.
There is a grade out of Haoluku against westbound trains. Some photogenic sand dunes right after Haoluku. Locomotives keep working until right after the next station. Gongzhugeng station is in a a long left curve and westbound trains work hard here, photogenic sand dunes and trees, some cows are often here. There is also a nice curve 1 km east of the station, making this a good position for all day photography. The top is about 2 km west of the station, after which the line falls at 6 per thousand, with some S-curves along sand dunes. Large sand dunes of the Gobi desert can be seen at a distance. Yiheengela sees new steaming for westbound trains, however no incline. Small hills are here. Steam is on until just before Sanggendalai, but speed is high, as the line is quite flat. Saiyinhuduge has desert around, and after that the terrain is flat.
Sanggendalai is a small town south of the line. The area is flat and un-photogenic. Sanggendalai station is in the bottom of two slight declines on both sides of the station. Here, the new line to Xilinhot starts out. The station was equipped with three rails originally, but has got another three rails and en engine depot during 2001. There are some side tracks and an oil depot. The engine depot was finished but not yet open in October 2002.
Near Yalagaitu some trees, sand dunes, hills. Good for photography near the station. It is at a top, i.e. most trains may steam towards here from both sides. However, there is a water stop, thus just before the station, steam is shut off. ON the other hand, trains start here steaming after the water stop.
Many places along the line have a fence to protect the grass on both sides from grazing animals. Most of the terrain outside the fence is quite barren, but inside the fence is grass.
There is a hard westbound incline after Daolunguole, first at fast speed, then slower and slower until the top about 5 km east of Baiqi. Locomotives tend to work hard passing Xihuerqing. Near this station is a road crossing, on the main road Baiqi to Sanggendalai, the only place this road comes near the railway. After this station comes a right curve, then a long straight stretch, passing a railway workers home and a village, and approaching the top at km 222, in a cutting. The last 10 kilometers into Baiqi are good for photography. There are 6 per thousand grades on both sides of the top. Eastbound trains out of Baiqi work hard out of Baiqi station until the top. Often, speed is down to walking pace. No trees here, but there are telegraph poles along the line. east of the top, there are a few stone walls to stop blowing snow.
The depot has a large blue painted maintenance hall. The slogan above the entrance doors reads: "Whoever breaks the rules will loose his job".
Florian Menius reports (Sept. 2001): "Surrounded by slight hills, it is not necessary to ask for entrance. You can walk around the fence and take photos from outside using some longer lenses. Baiqi depot is more photogenic than Daban.
Near the entrance of the depot area, the water cranes, coaling and waiting tracks for the in-service engines are located. Between the "service area" and the "maintenance hall", some tracks for stabling spare engines (both under steam and not) are located."
Other visitors have reported that Baiqi honors the visiting permit bought at Daban depot. Aodu travel service however, selling their permits at Daban, say they have no agreement with Baiqi (Nov. 2001).
I was let in by Mr. Zhang Yong Hong (2nd floor in the administration building) without any problems. Lots of friendly people in the depot. If you bring photos of your own railway and are friendly, visiting the dpeot is probably easy.
Flights between Europe and Beijing head between Baiqi and Huade over the prairie. If you sit on the east side and have a window place, you may see steam from up there, and Baiqi depot's blue maintenance hall...
This part of the Jitong railway is mostly served by single engines. Ruling
grade 6 per thousand. Max. speed here is 70 km/h, 75 since October 2001.
Many places show stone walls along the line. Railway people told me they
are intended to stop blowing snow in the winter. This is cdertainly true, they collect large amounts of snow.
Louis Cerny reports: "The line had much more curvature than would be suspected from the Quail map, and the Nelles map has the railroad badly mislocated. There are two major horseshoes west of Huade, the westerly of which is easily accessed from the Shangdu - Baiqi highway. This highway generally follows the railroad from Shangdu to Baiqi sometimes paralleling it at 100 meters or less, and the view is generally unobstructed by trees. The circuitous eastbound climb both sides of Baiqi is also interesting, especially a sharp horseshoe approximately 10 km west of Baiqi."
The Line - photo opportunities (Florian Menius, Sept 2001):
Generally the countryside is very flat and featureless. Large parts of the line are lined by un-photogenic sand protection walls on its north side, especially where cuttings are. The stone walls look good in the beginning, are limitedly effective - and after a few years they either break down (parts of the wall are collapsed due to stone theft) or are just blown over by the sand.
Peter Patt reports: "The planting program is in full move and you can see a lot of new trees being planted or planted during the last years along the line. On April 30, 2002, an article in a German newspaper stated that the sandstorms were the worst for more than a decade and even effected life in Beijing! The government has set up an emergency plan to stop sandstorms by 2008, doubling the effort of planting green walls!
When we rode the T6051 from Benhong to Baiqi the train moved over the endangered sections very slowly - partly one could see only the top of the rails blinking out of the sand. Groups of railway workers were sqattered over the section, shoveled the rails free when the train approached, went back to their motorbikes, overtook the train and did the same thing some kilometers further down."
Anyway, a few good photo spots can be found :
General speed limit for diesel motor unit: 80 km/h, 55 between Jingpeng
and Galadesitai. For other trains 75 and 50. (Before autumn 2001 70 / 50).
Side track speed limit at stations, depending on switches, 30 or 45 km/h.
45 for 12 degree switches, 30 for 9 degree ones.
Benhong track 2-5 and Baiqi track 3 to 6: 30 km/h, otherwise 45.
Haoluku track 3 to 6: 30 km/h, otherwise 45 km/h
Jingpeng - Galadesitai generally on switches: 30 km/h
Yuzhoudi track 1: 30 km/h
Linxi track 3 and 4: 30 km/h
Daban track 3-6, Lindong track 4, Chabuga track 4-6 30 km/h, all else 45.
Kailu track 4, Zhelimu track 3-5 30 km/h, all else 45 km/h.
