This are the observations from the narrow gauge FarRail Tour in autumn 2003. Translated by Adrian Freeman.
This are the observations from the narrow gauge FarRail Tour in autumn 2003. Translated by Adrian Freeman.
On the first part of the tour we visited the following systems:
The second part of the tour we spent on three lines of the Guangxi Local Railway Limited Company.
No changes found to previous visits. Although the shift times have changed (shift change now 17:00), activity still takes place between 14:00 and 17:00, the best time for sun. On 28.09.03, nine return workings were observed during this time. Engines 1 and 3 were In service, with nos. 2 and 4 in the shed for repairs.
After several unauthorised visits from individual travellers and groups, site security has now become sensitive to such visitors. It is no longer advisable to visit without permission, otherwise it is likely to end at the local police station. However, even with permission only two areas may be visited - outside the shed area (the shed itself is out of bounds), and the level crossing in front of the blast furnaces. There is no doubt that good photos can be taken from these positions, but the freedom of movement allowed at other steelworks guarantee better photographic opportunities. In answer to the question of how many steam locos are in service here, seven was quoted. However, we observed the following:
With the exception of SY 2007 (undergoing repairs), all engines were In service on shunting duties. When asked how many diesels there are, the response was "that's a secret".
According to the steelworks guide, there is no tipping of molten slag of the kind that takes place in Anshan or Baotou. The slag is processed and only cold residue and ash is taken to the tip. A visit to the slag tip was not permitted. Additionally, most trains to the slag tip are diesel-hauled. The following diesels were seen:
It was said that the diesels are very expensive to run, so steam will be kept going as long as there are sufficient spares available. Withdrawn YJ 106 and a further unidentified YJ were also present.
This standard gauge line belongs to a private company rather than to China Rail. It was built in 1965 as a 750 mm narrow gauge line and converted in 1991 to standard gauge. Relics of the narrow gauge remain in Tangyin Dong (Tangyin East), where the depot and a turntable can be found. Nearby in somebody's back yard is the body of a 4-wheel coach, which has a most unusual appearance for China. It gives the impression that it was a tram before its use on the Tangyin to Puyang narrow gauge, since each of the rounded coach ends have a window.
The railway company owns four QJs, of which QJ 6591 was seen in service. QJ 964 was standing by the depot in reserve. Because of the date on the builders plate (1983), it is probable that the first numeral of the loco number disappeared sometime and the full number may be QJ 6964. A further QJ was inside the depot, whose number could not be identified. The fourth QJ was in Puyang on 29.09.03, awaiting its next duty.
In addition to the four QJs, at least one DF4 is owned by the railway company. A rather shabby DF4 0375 was seen in action on the line.
For the construction of the narrow gauge in Wulingzhen, the first pre-stressed concrete bridge in China was built. It was constructed as a combined road/rail bridge and still exists today. During the reconstruction of the line to standard gauge, the bridge was not used and a new bridge in the standard concrete form was constructed.
There are no longer any passenger trains on this line. An average of six return freight workings run daily. Running speeds are low and the line often runs along the side of the road and through villages. The flat landscape in this region means that there are few gradients. The largest bridge is that in Wulingzhen. The existence of this line is justified in that it takes some of the burden from China Rail in the area. In Puyang trains are transferred to the recently constructed standard gauge line, where they then travel east to the next China Rail main line.
This route is fairly straight and runs from east to west. Although not particularly spectacular, there are several viable photographic possibilities of this secondary route as it passes through villages.
The 8km long 762mm narrow gauge in Xingyang, located 32km west of the central Chinese metropolis of Zhengzhou, belongs to the local brickworks. After the supplies of clay in the immediate vicinity of the brickworks were exhausted, a short stretch of line was built along a valley to a larger deposit. Three class C2 locomotives were acquired to operate the line. These were probably second-hand - at least the numbering would imply this.
The brickworks management don't seem to be too impressed with the appearance of numerous foreign visitors, since the discovery of this railway. Without permission, access to the yard, brickworks and shed is refused. Even with permission, access to the brickworks is prohibited. Official permission can only be granted by the administration in Zhengzhou, which has responsibility for several different brickworks. However, finding someone who would take individual responsibility for this at Zhengzhou and who would agree to a visit to this outdated industrial site would be difficult, so the only realistic option is the one chosen by CITS (China International Travel Service): to phone the local manager who, as a rule, will make a visit possible. Without prior arrangements, photos can be taken without problem along the line and of the clay loading at the end.
The line begins in Xingyang, where it is quite flat. After a few hundred metres there is a discharge siding, which is followed by a curve to the right. The line falls away at this point and passes under a brick bridge before climbing. The brick bridge is the only point along the line where loaded trains must climb a gradient. After a short distance the most outstanding feature of the line is reached: a graceful six-arch brick bridge over a lagoon. Beyond this bridge, the line curves to the left and it is crossed by two further road overbridges in a narrow valley caused by soil erosion. From here to the terminus at the clay pit, the line climbs steadily. It passes under several other bridges, some brick, some short concrete tunnels where main roads cross the line on high embankments. The last bridge before the terminus is under the main Xingyang to Luoyang road. From this road there are good views in both directions. The loading point comprises simply of a loading track and a run round track.
All empty trains run tender-first uphill in a southerly direction. Loaded trains roll chimney-first. The line operates on five to seven days a week, but the frequently poor weather in this region can put a stop to operations, sometimes for several days, since it is almost impossible to work in the clay pits in rain. When operating, up to six return workings can be seen in daylight. The railway is certainly worth a visit. A driver with local route knowledge and a translator or some knowledge of the Chinese language are helpful to find this line, located south of the China Rail line.
Locally, nothing is known about whether the line is to close; this decision would be made at a higher level (central administration in Zhengzhou). Competition from other brickworks, means that this operation is only just keeping its head above water. Closure is therefore more likely than dieselisation or the future use of lorries to transport the clay. Apparently an offer was made to purchase the railway equipment, including locomotives, on 29.09.03 but it was declined. The offer supposedly came from the Xingzheng railway office, but this seems unlikely, since diesel traction has been exclusively used there for several years.
This little-known works located 15km west of Xingyang is responsible for much of the air pollution in the area. The works has its own standard gauge line, which heads south before it splits turning east and west to bauxite mines. The aluminium works owns eight SY and an unknown number of diesel locos of a Co-Co type with cab (General Motors design) rarely seen in China. Since 2002 the SY have only been used on shunting duties, although they occasionally do line work when the number of diesels is insufficient at busy times. The works acquired two overhauled used SY in 2002 from another industrial line, so despite the presence of diesels, the use of steam seems assured at least for the short term. During an impromptu visit, SY 1406 and 1674 were seen shunting.
This line was built principally to transport coal from the mines at Pingmo to a large power station at Kaifeng. Xinzheng is situated approximately mid way along this line, south of Zhengzhou. On the main route, the permanent way is substantial using heavy rail with standard gauge profile, the condition of which is surprisingly good. The total route distance is approx. 200km. A branch from Kaifeng, built for the construction and maintenance of a high water protection dam on the Yellow river, was closed following the construction of a motorway.
Seven class C2 locomotives survived In service until 1996 in addition to the diesels that were bought in the late '70s. Road construction caused the demise of the passenger services in 1999. Since then the line sees almost exclusively coal traffic, with occasional other freight such as sand. The power station in Kaifeng needs 15 to 16 coal trains per day - a high density of trains. The motive power comprises of:
The single-ended locomotives were built in Xuchang and the standard type come from Shijiazhuang and Changzhou and exhibit minor construction variations. The class identification is NY380. Of class 160 only two examples remain in service, one is derelict and two have been waiting for some time for an overhaul. This class is too weak for line work. Additionally three locomotives of class TH51 (TaiHang) remain, two heavily cannibalised outside the shed and one still half complete inside. Further use of this class is not planned.
The following locomotives were seen:
The workshops at Xinzheng are capable of carrying out heavy overhauls themselves. In the depot there is a turntable, which can be used for turning the single-ended locos, which are generally used a single units.
Xin Min is about 35 km south-west of Zhengzhou.
This standard gauge line has not previously been reported by railway enthusiasts. It was opened in 1995 (construction began in 1991). The line is approx. 40km long, the steepest gradient is 0.6% and the tightest curve has a radius of 350m. The motive power comprises of four QJ, of which QJ2315 was seen in service on 01.10.03, with QJ2440 in steam on the depot. Coal trains are the main traffic, and are taken from the mines south of Pingmo to the exchange yard with the national railways. Six return workings run daily, of which three are in daylight.
The depot is at Lijiazhai, approx. 2km from the exchange yard. The approach to the yard by the depot is on a gradient, so loaded trains have to work hard. On the line belonging to the Coal mining company DF4 diesels belonging to the national railways were also seen.
Despite the name, the line doesn't go through the town of Xin Mi. This town appears as Mi Xian on old maps, the name it had until the district reform. As far as administration is concerned, the town now belongs to Zhengzhou, and had to be renamed as there was already a town of the same name in the district. Xin means new. The branch from the Beijing - Zhengzhou - Guangzhou main line to Xin Mi belongs to the national railways and was dieselised in 1987, including the branch to the north and extension to the coal mines. The line is relatively difficult to find. To help with orientation, on the main road to Xin Mi immediately east of the road bridge under the northern branch on the line from # to Xin Mi there is a road that turns off to the south. Following this road for approx. 1km there are some sidings close to the road on the west side. These are to the right. Continue along the road until it passes under two railway bridges. The mine railway goes over the second of these. To the left is an exchange yard, to the right (west) immediately after this bridge is a dirt road which leads to Lijiazhai yard, a distance of two kilometres.
Because it took so long to locate this line, there was none left for further exploration. Consequently there is a significant deficit of information about it. The only thing known about the route, which doesn't appear on available maps of the area, is that it crosses the Xinzheng narrow gauge.
This narrow gauge line was one of the last in China to use C4 class steam locomotives. Since this became history (in approx. 2000), the railway has been little visited by enthusiasts. The total system length exceeds 200km. Despite the predominantly flat landscape, the railway offers a reason for a visit - a long distance passenger train.
| Arrive | Depart |
Station
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Arrive | Depart |
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train 101
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© FarRail Tours
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train 104
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07.00
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Xüchang
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18.50
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08.00
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08.03
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Yanling
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17.47
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17.50
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08.35
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08.40
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Fugou
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17.10
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17.15
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09.12
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09.14
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Daxin
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17.36
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17.38
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09.37
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09.40
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Xünmukou
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16.10
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16.13
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10.05
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10.10
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Taikang
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15.40
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15.45
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10.35
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10.37
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Laozhong
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15.13
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15.15
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-
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10.52
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Anling
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-
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14.58
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11.09
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11.14
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Huaiyang
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14.36
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14.41
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11.54
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11.56
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Jizhong
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13.52
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13.54
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12.20
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Dancheng
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13.30
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This train no longer stops at a number of stations en route, including Anling. It comprises of a TH52 diesel and four to six orange and white carriages. The fashionable exterior colour scheme (it is the same as that used by China Rail for the prestige express trains) can't conceal the fact that socialism still rules inside, with wooden seats and otherwise Spartan décor. The fact that this train still runs is remarkable, since the presence of a parallel concrete road for much of the distance permits the competing buses to offer much shorter journey times. Despite this the train was about 50% full. Passenger trains only run on the section to Dancheng, east-southeast of Xüchang. The branch south from Huaiyang to Zhoukou on the standard gauge Luohe to Fuyang line, and the line to the coal mines in the west only see freight trains now.
Goods traffic is the main source of income for the railway and four return trains run daily. As usual the majority of traffic is coal - about 90%.
Stations west of Xüchang that are now served only by goods trains are:
In Hangang the line splits to serve individual mines, of which there are at least three.
The landscape is flat and unspectacular, as mentioned, but it passes over arched bridges and through the centre of towns, thus offering some interesting views. Additionally, the railway is equipped with semaphore signals, very much a rarity in China where practically all narrow gauge lines are colour light signalled. On the line to the west just beyond Chuhe station, there is a steel lattice bridge on stone piers – another rare feature for China. Unfortunately three mobile phone masts have recently been erected, which are rather prominent in the picture. A photo from the side is only possible in winter when the leaves on the large trees close to the bridge have fallen off. Further west in Yüzhou the standard gauge line from Pingdingshan to Yüzhou crosses the narrow gauge on a bridge (see further below). The mines area is hillier and the line has several curves and gradients here.
The fleet of locomotives is similar to that of neighbouring Xinzheng. The depot with its two shed buildings is located in Xüchang. The following locos were seen during a visit on 02.10.03:
Additionally, in the shed buildings were two TH51 and a further TH52 in poor condition.
This railway conveys coal from the mines in the Yüzhou area to a power station at Pingdingshan. The line was opened in 1994. The railway owns three QJ, of which QJ6650 and QJ6813 were seen at the beginning of October. Normally three return workings run daily, as required. Coal is brought to the loading point at Yüzhou by lorry and loaded into the usual mineral wagons (type C62 and C64) by mechanical shovels. The locos wait at Yüzhou station until the train has been fully loaded. Maintenance of these engines is carried out at the depot of Pingdingshan Mining Company.
The line runs through flat unspectacular landscape. The most interesting places for photos are the gradient a few kilometres beyond Yüzhou and a small cutting and the large river bridge by Daying, under which ladies from the adjacent village wash clothes in good weather. The line runs predominantly north - south and the engines face south. The two locomotives seen have the usual full deflectors. The crossing with the Xüchang narrow gauge is difficult to photograph; the best that could be done would be a photo of a diesel on the narrow gauge passing under the standard gauge line.
The first three diesels are expected to arrive in December and will probably replace the system's three QJ. No further information was available about the future of the remaining steam operations, which seem safe at least in the short term. Levels of activity in early October were consistent with previous reports. The greatest density of trains occurs on a morning at the western end of Tainzhuang yard, where the depot is situated. Between 0800 and 0900 around ten engines come off shed to take trains of empties from Tianzhuang yard to the various mines.
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Locomotives seen:
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Because of the holidays no locomotives were present in the workshops for repairs or washouts. The number of trains was however unchanged from normal working days.
The line from Pengzhou to Baishuihe was, like many other lines, built between 1958 and 1958 during the "Great Leap Forward". The line served to connect to the rich deposits of limestone and more modest seams of coal in the valley of the White Water River (Baishuihe). At its peak, the system had a total line length of 65km. The two now closed branches joined the "main" line at Guankou and Hongxin. The branch from Guangkou led to a power station, five kilometres distant (Guankou Dianchang). After coal traffic finished in 1997, this branch was closed. Some of the permanent way on this branch was used for the reconstruction of the "main" line after the disastrous floods of 1997.
The branch from Hongxin led to a coal mine ten kilometres away in Siwen. This branch was closed in the early 1990s, when the mine ceased to be sufficiently productive.
There was another coal railway that belonged to the mining company itself. This line began in Guankou but when the mining company ceased operations in 1997, it also shut and some of the track was used for repairs following the above mentioned floods.
After a new concrete road parallel to the railway had been open for two years, the railway conceded in November 2002 that it couldn't compete with the buses and withdrew passenger services, thus depriving the C2 steam locomotives of their remaining duties.
The railway survives on the goodwill of a single cement factory in Pengzhou, which procures its limestone from a quarry near Xiaoyüdong. The line beyond Xiaoyüdong to Baishuihe is no longer used. There are fears that if any more limestone near Baishuihe is quarried, there will be a landslide. Thus the imposing loading terminal at Baishuihe and limestone kilns at Qingjiangqiao are now out of use. Three return workings are run per day to the cement factory in Pengzhou. A train comprises of 18 – 20 high sided wagons and a brakevan. All traffic is hauled by class TH52 diesels, which were built at the locomotive works in Shijiazhuang in the 1990s. The C2s are still occasionally used if, for example, special trains are run. This last occurred during the Spring Festival, when passenger trains were run for two weeks. To run a C2 on a passenger train only costs half as much as using a diesel, so there are no efforts being made to sell the steam locos. However, the diesels are more powerful than the C2s and are therefore always used on the freights as they can haul longer trains.
The railway management is making no effort to close the remaining section of line. However prospects for the future do not look good as at some point the local haulage company is likely to make an offer to the cement works that they can't refuse.
On the opposite side of the river from Shawan lies the small town of Caoba, in which an electrified narrow gauge railway begins. This line was opened in 1957 and operated by steam. It was electrified as early as 1980.
There is a power station at the terminus in Caoba, which is supplied with coal by the railway. The depot is at the western end of the station and permission is required to visit it. The line heads east and immediately beyond the station there is a sharp curve to the right followed by a 300 metre long tunnel, the only one on the railway. Beyond the tunnel the line splits with a short and a long branch. The short branch is 3km long and crosses a river bridge, under which an aqueduct passes before proceeding south in a narrow valley. The intermediate station at Xinjing (New Mine) has a coal mine adjacent with an incline over which tubs for the underground workings are pulled to enable them to reach the discharge point. The terminus of this branch is at Laokuang (Old Mine); the mine here is closed, so beyond Xinjing the line is traversed by the frequent passenger trains only.
The longer of the two branches is 12km long and terminates at Hongxin (Red Star). Since the mine at Hongxin has also closed, no trains run this far any more. The last traffic to the mine was in 2002. It was said that if further viable deposits of coal are discovered in the mine, it will reopen. Coal is however still transported on this line from Xiangyangzhan, where an active mine remains, which uses a gravity discharge system and an inclined hoist. There was a triangle here for turning steam locos, but it has been removed. Between Hongxin and Xiangyangzhan there is a halt for passenger trains at Tingxingqiao and a station at Tingxinzhan with passing loop. Along this stretch of line there are several good photo positions with houses typical of the region, and a bridge in Tingxinqiao, where there is also a large aqueduct.
In addition to the coal traffic, this railway is also notable for its passenger trains. These use four-wheel carriages, which lack any form of comfort. Only a few of the vehicles have side walls; the remainder have an arrangement of railings to prevent people falling out. There are no seats (with the exception of one vehicle) and most lack handrails. The carriages with side walls (all have a roof, incidentally) are individual vehicles, whereas the economy version forms part of a permanently coupled two or three-coach set. There are approx. 10 vehicles with side walls and 20 without. Equally notable is the density of trains. There are trains for mine workers and trains for the general public. The timetable is as follows:
Caoba - Xiangyangzhan (in each case departure and arrival in Caoba)
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Turn around times at the termini are very short, helped by the absence of brake pipes to uncouple and recouple. Whereas the road to Laokuang could be described as indifferent and the passenger trains therefore reach lengths of ten or more carriages, there is a newly constructed concrete road in good condition along the other line, so that here usually only a short train of three vehicles suffices, that is sometimes hauled by a railcar. These trains are only occasionally well filled, whereas just after school it can be very crowded on the trains to Laokuang.
The railway owns five electric locomotives and two electric railcars. They all carry a green camouflage paint scheme, without any warning stripes.
| Number |
Build date
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Construction number |
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1
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11/1980
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80-11-123
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2
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11/1980
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80-11-126
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3
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11/1980
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80-11-127
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4
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11/1980
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80-11-129
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5
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08/1989
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89-010-034
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6
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railcar
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7
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railcar
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Locomotive nos. 1 to 4 belong to class ZL14-1, but no. 5 is of class ZL14-7 despite looking identical to the others. The line voltage is 550V.
The wagon fleet comprises of approx. 140 self discharge wagons, approx. 20 flat wagons and a few low sided wagons.
There are no plans to close this railway, but passenger traffic to Xiangyangshan could soon be a thing of the past.
Shibanxi narrow gauge railway (also called Shixi and Shixizhen) has been described in detail in my previous reports, so only the current status will be mentioned here.
Traffic flows are virtually unchanged, with minor changes to the passenger train departure times. The current plan shows departures from Shixbanxi at 05.30. 09.00, 14.00 and 17.30.
Journey times for the trains are:
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© FarRail Tours
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Kilometer
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Time
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Shibanxi
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km 20
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0:00
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Yüejin
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km 16
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0:12 |
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Mifengyan
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km 10
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0:40
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Xianrenjiao
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km 5
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0:55
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Jiaoba
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km 3
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1:07 |
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Bagou
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km 1
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1:12 |
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Huangcunjin
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km 0
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1:17
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The journey times don't take account of delays that may be caused by the need to move such things in the passenger trains as a television and oversized satellite dish (inspired by Jodrell Bank, perhaps?), or the complete contents of a house, things which impact on the departure times. Even pigs, for which a special compartment is provided in the only bogie carriage in the train, can prove to be reluctant and quarrelsome passengers.
The external condition of the C2 locomotives has deteriorated further (even though one may have thought a year ago that it couldn't get any worse). Both engines in service, no. 07 (with tender from long expired no. 13) and no. 14 now have half of the cab side wall on the fireman's side missing. Technically, the small engines leave a good impression, hauling all trains punctually and reliably. In the workshops nos. 09 (investigation) and 10 (repairs) could be found. In addition to several tenders, the boiler from no. 15 has been put to further use supplying hot water in an adjacent boiler house. The three electric locos were all operational and worked the four-kilometre long electrified section to Yüejin. The two Mudanjiang-built diesels remain, but in a poor state, the plans for them to replace the C2s abandoned.
The build dates and works numbers of two of the electrics were noted:
| Number |
Build date
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Construction number |
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01
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06/2000
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02
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06/2000
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2000-10-48
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03
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06/2000
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2000-10-47
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Prospects for the future of this fine railway are poor. Since the beginning of this year the closure date has always been quoted as December 2003. A replacement road is to be built. Now it is well known that road construction in China progresses somewhat quicker in China than in Central Europe (where by the time the project approval procedure has been published, in China, the road will already have exceeded its planned lifespan), but at the beginning of October, there were no signs of any new road construction whatsoever. The existing road to Caiziba doesn't really deserve to be called that, and because of its condition is hardly even suitable as a test track for off-road vehicles. It is reserved for daring lorry drivers and a single bus service (the buses must carry spare leaf springs and the windows always kept open because puke bags are not distributed to the passengers). In contrast to this, surprisingly comprehensive permanent way work is being carried out on the railway, including the replacement of sleepers and rails. Would this be done on a line that was to close in 60 days?
Here too the closure date of end November/beginning December 2003 has been quoted for several months. In contrast to Shibanxi, the parallel road has been upgraded completely and is in good condition. (The other roads in the area are almost without exception a total disaster. Even the Chengdu - Chongqing expressway, whose shares can be bought on the stock market, is in need of a complete rebuild). At the line, nobody knew of a definite closure date. The railway's manager will not say and turns railway enthusiasts away (or calls the police to move them on).
The railway was opened in 1958 and ran a passenger service until 1988. The passenger coaches 101 to 105 are still extant in various stages of dilapidation. No. 104 appears to still be used but for the transportation of stone. The four-wheel coaches permanently ran as a set, each of which fitted with a sliding door on one side. They are very short (three window openings - without glass, of course) and have benches along the sides. Only one coach (104) remains on both axles, one axle survives on coach 103 and the others are sitting on their frames on the ground.
Approximately 30 self discharge wagons are available for coal transportation. They are all hand braked. A train comprises of 25 to 26 of these four-wheel wagons. To operate the brakes, three brakesmen travel with the train on the brake platforms. However, since they must operate more brakes than they can reach from one platform, they climb up and jump across from wagon to wagon during the journey, unhindered by safety equipment of any kind.
The depot at Huangjinggou accommodates three C2 class locos, of which nos. 31 and 32 are operational.
Every morning at around 07.00 a loaded coal train is taken to Nihe, where the coal is discharged in approx. 2 minutes flat. It immediately returns empty to Huangjinggou, which is reached at around 08.00. The locos face Huangjinggou; the loaded trains roll towards Nihe and the empties climb on the return journey. The railway supplies a cement factory in Nihe with coal. The discharge equipment is located some distance from the cement factory. The coal is graded and brought to the works via a long conveyor.
The 6km long line runs pretty well east to west. There are several rather nice photographic positions along the line. Working back from Nihe, the line meanders along the edge of the rocky hillside before reaching the imposing viaduct at Badong, after a distance of approx. 1km. The viaduct has stone piers with concrete connecting spans. On the eastern side there is a small dam, which can be incorporated into the picture, but the view is also good from the other side (the side on which the parallel road lies), against the light. Just beyond the bridge is a factory, which is also supplied with coal by the railway. The line continues along the edge of rocky hills and through deep rock cuttings, which would offer excellent photographic possibilities were it not for the fact that they are in almost total darkness at the early hour the train passes. A couple of kilometres further on, the valley widens providing good opportunities of the train coming out of the gorge. After two level crossings, the town of Huangjinggou is reached, where the market sets up in the high street through which the line passes, shortly before its arrival. A balcony provides the suitable vantage point to witness the event. The yard is just beyond this with a very photogenic coal loading terminal and rocky hills in the background. Photography can, however, be difficult without coming into conflict with the railway's manager although the railway workers themselves are predominantly well disposed towards photographers. The appearance of any foreign visitors attracts great interest and excitement amongst the locals, so that any informers soon pass on the news to the manager or to the police. Thus it is best to be speedy in Huangjinggou. Until the management here changes, attempts to obtain permission for a visit are a complete waste of time. Whether the railway will survive that long is doubtful.
The Yongrong Coal Mine Company possesses a standard gauge line that connects to China Rail in Guangshunchang (on the Chengdu to Chongqing main line). The Company's management are not terribly open-minded about foreign visitor and enquiries for photo permits are therefore useless. The three SY can, however, be photographed without problem from the China Rail station and along stretches of the line. One line runs from Guangshunchang east to Xiaochong, a distance of 7km. The other heads southwest to Xujiagou, via Shuanghe, where the company's largest mine is to be found. This line is 11km long. Neither route crosses the China Rail line. Coal is transferred to China Rail in Guangshunchang and mostly taken to Chongqing steelworks. There are no passenger services.
The surrounding landscape is mountainous and it can therefore be assumed that there will be a number of good photographic spots along the lines.
SY 1661 was observed in service on 09.10.03. It looked in good condition and its crew were friendly. The railway owns the following:
In Shuangshiqiao, near to the city of Yongchuan, a coal loading station on China Rail marks the start of the 762mm narrow gauge railway belonging to the Yongchuan Coal Mine Administration. The railway was built in the late 1950s/early 1960s and exclusively steam operated until 1991. The final C2 locomotives were taken out of service in 1993 and since then pure electric operation has reigned. The line is 20km long and its central point is the coal sorting yard at Yongchuan Xixüanchang. The depot, a large coal grading and loading terminal, and the railway administration are located here. From here it is 12km to Shungshiqiao and 8km to the other end at Weijiagou.
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The railway owns five electric Bo-Bo locomotives of class ZL20-7/750-1. All are in working order. The following details were gathered:
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The railway has an extensive collection of goods wagons. The highest number on the four-wheel self discharge wagons was 306; of the larger bogie wagons, there are approx. 30 examples. Additionally there are a few four-wheel flat wagons and approx. five brake vans. Between six and nine return workings traverse this attractive line through villages and mountains of Sichuan Province.
This 610mm line is one of the oldest narrow gauge lines in China. It was built at the end of the 19th century by a British company that owned a coal mine. Originally wagons were pushed by hand to a harbour near Beibei. After the revolution, Bulgarian benzene locomotives were acquired. It is not clear whether these locos were actually built in Bulgaria, or whether they were second-hand units from elsewhere. They were described as having the shape of a bus. In the mid 1970s the Bulgarian locos were replaced by the lorry-like home-built diesels that remain in service today. The four-wheel locos have a six cylinder engine which drives both axles via a group of V-belts. There are six locos, of which only nos. 1 to 5 (all in service) could be seen on 10.10.03. Nos. 4 and 5 are painted dark red, the others mid green.
There are approx. 40 four-wheel coal wagons which have steel frames and wooden sides, which are easily opened to permit simple discharge. One passenger coach survives from the time before the mid 1970s, when a passenger service still ran. The service was withdrawn when a road was built.
The depot and last active mine are in Luobachang. From there, there was an eight-kilometre long line to a long-closed mine at Xiema. The remaining line travels via Taizhan, where empty and loaded trains cross, to Sanlinger. Sanlinger translates as three zero two. Nobody could explain the origin of this name, but in China there are numerous other similarly named places. At Sanlinger there are discharge facilities for the narrow gauge coal trains, coal grading equipment and a coking plant. Coal used to be loaded on to ships here, but there is not sufficient to do this any more. The coal mine in Luobachang only produces small quantities of coal, so a further 610mm narrow gauge, this time electrified, exists to transport coal from a further mine to Luobachang. This railway has at least three four-wheel electric mines locos.
The mode of operation on the diesel line is quite peculiar. Generally three trains travel in convoy, within sight of one another. They are loaded from a silo in Luobachang, run round a terminal loop, so that they all stay in the same order and then set off after each other. The terminal loop is long enough to accommodate all three trains. In Taizhan, the trains meet. The crews have lunch here. At the other end of the line there is a further terminal loop at Sanlinger, so that the locos don't have to uncouple from the wagons. On the day of our visit, four trains were running, one on its own and three in convoy. A train comprises of eight wagons, so the wagon fleet is sufficient for five trains.
The railway can be problematic for the visitor, as it seems to be considered that foreign eyes should not be offended by the sight of such an old railway. In reality, of course, the wooden wagons, the lorry-like locos and the stone sleepers do look rather antiquated, but that makes them all the more appealing to the photographer. We can see modern railways at home. About three years ago a visiting Japanese and British group ran a special train on the line with the one remaining passenger coach. Because of this, the mine's manager was fired!
Consequently, his successor instructed the depot manager to do everything in his power to prevent photos being taken. What happens out on the lineside, however, he is not bothered about, but beware anyone who takes photos inside the depot walls. Your film will be confiscated. The viewpoint seems to be: that which is not photographed, doesn't exist. Beautiful, modern, cosmopolitan China!
Even on the lineside, train drivers can sometimes be awkward with photographers. The local police can also be a nuisance. This is all a shame as this narrow gauge passes through charming landscape, has a high density of trains and photogenically passes through the middle of the village of Taizhan (with aqueduct). A photographer trained in the Eastern Bloc, however, will be able to capture plenty of worthwhile images. At present there are no plans for closure, so there is no immediate threat to this line. The local police can't really do very much about tourists with cameras as the line is not located in a closed area and travel freedom for tourists was improved significantly in August 2003 in the build up to the Olympic Games. It is now possible to stay in any hotel in China, regardless of the standard offered.
No changes. Read my detailed report with historic background information from October 2002. In October 2003 we observed SY 0329, 0334 and 1656 on the coal trains to Ganshui.
