Xuanhua steelworks has an interesting slag tip east of the steelworks. It is called Shuizhan (water station). The slag is tipped into a large container, which is filled with water during the discharge process. This reduces dust levels, but increases the amount of steam. A portal crane then shovels the slag onto the tip, or into a waiting lorry. The slag tipping itself is not especially interesting and the loco sometimes detaches itself from the train. The interesting bit is the removal of the slag from the wagons. At many steelworks' slag tips, a wreckers ball attached via chain to a steam crane is thumped against the wagons. In Xuanhua, however, the ball is attached to a frame and is lifted vertically over the wagons containing molten slag. It is then dropped into the wagons, often causing the molten contents to splash out. Upon removal, the ball glows bright red dripping glowing slag. This is interesting to watch, particularly at dusk. Slag trains run roughly every hour with two or more wagons. They are pushed on the outward journey and pulled on the return with the loco smokebox-first.
Nearby at Meixuanchang station, SY were seen. During our short visit the following engines were noted:
At the end of August the JiTong railway ran further trials with diesels over Jingpeng pass. The objective of the trials was to find out how easily a 3000-tonne train could be safely hauled by two DF4 over the pass. The tests were successful in as much as that no problems were encountered with these loads. Whether these results affect the economic viability of the use of diesels is not known. However, it is widely known that the use of a diesel over the pass costs approximately twice as much as two steam locos, given the present cost structure.
Daban currently has four DF4. More are to follow, but no-one can say with any certainty when this will happen. The purchase even of second hand diesels is so expensive in relation to the costs of an overhauled QJ that the decision will be delayed as long as possible. Since the steam locos are likely to be withdrawn after about 20 years of service, only months remain for their use and therefore replacement traction will be necessary.
Regarding the provision of diesel fuel tanks at Daban, since only four diesels are based there, there is no real need for a fixed fuelling point yet. At the moment, the diesels are refuelled from a tanker that has driven to the depot from one of the filling stations in Daban. The arrangements were made several months ago for the provision of diesel tanks at the depot; the go-ahead simply needs to be given and the facilities will be complete a few days later.
The four Daban diesels are currently used exclusively on the section to Chabuga. The steam/diesel mix on the sections is roughly as follows:
Diesels are slowly eating their way towards the centre of the largest reserve of steam in the world. Realistic estimates from Daban assume that the section from Daban to Jingpeng and Haoluku will see mixed steam/diesel traction by March 2005 and have switched to 100% diesel traction by the end of 2005. In Baiqi it is certain that during 2005 at least some of the steam will be replaced.
Apart from the popular sections of the JiTong line frequented by enthusiasts, there are various stretches that don't yet appear in Hinrich Brümmer's "JiTong Travel Guide". Amongst these are the very photogenic section west of Dariqiga (between Lindong and Daban). This is a climb for westbound trains. The photographic opportunities are mostly south of the station. The line leaves the station in a westerly direction, crosses a bridge, and turns towards the north passing round the village before curving westwards again around a hill, which is a good vantage point for photography. Shortly after a level crossing there is a superb spot on the hill for evening light shots. Further towards Daban the line turns towards the south before it bends west again near the well-known bridge not far from the main road. This whole section is on a long climb with a gradient of around 1 in 170. The section that heads south also offers good photographic opportunities with a large mountain range in the background.
The areas west of Jingpeng are rarely visited. Many people are of the opinion that the only good views are at the pass itself, and even then, only in winter. This is a bit like saying only the stretch of line between Elsterwerda and Dresden is of interest, although the whole line stretches from Berlin to Budapest (although admittedly the JiTong line is longer and has some 100 km long sections without any variation in the landscape). West from Jingpeng the line is straight and climbs steadily. The landscape changes soon after Jingpeng to dunes abundantly covered with vegetation (birch trees, oak trees and grass). Excellent photographic possibilities exist around Haoluku, beginning about 20 km before the town. Departing towards Baiqi, there is a long straight section on which the locos must work hard. Around Yalagaitu station (where engines take water) are more photogenic sand dunes (with vegetation). The gradient here is against eastbound trains. Approx. 15 km before Baiqi the landscape changes to green hills. This landscape sums up that of Inner Mongolia: wide open views with green hills and blue skies (although the latter can of course change). Of particular interest, photographically, are the first six to ten kilometres beyond Baiqi in the Haoluku direction. The summit lies about four kilometres east of Baiqi and fine photographs can be taken from either side. The rest of the line towards Benhong also has some attractive sections, but who will travel there to see DF4D-hauled trains?
Further pictures of the tour you'll find here.
