Steam in Northern China, October 2005

Contents:

• Dahuichang
• Steelworks Benxi
• Nanpiao
• Forestry line Suileng
• Forestry line Huanan
• Hegang
• Steelworks Qian'an
• Lujiaton

Dahuichang

Dahuichang has finally ceased all rail operations. The stone crusher and loading was supposed to have caused too much dust. Now the limestone is moved by lorry on streets which are mutating into unpaved dirt trails, because they have not been built for heavy traffic. The town seems to be enveloped in dust even more than ever. All four locomotives are stored in working order. No. 2 has been recently overhauled. It is still possible to have one of the engines fired up and run a 12 wagon train on a 300m long stretch of track. The track is in poor condition, so only the left track can be used. This type of special is no replacement for the real thing, so you should really give this a pass. If you are determined to try it, contact Zhang Yi Lan: Tel. +86-138-10153150, email: zyzymm@yahoo.com.cn. She can order the firing of an engine for approx. 800 Yuan. Per visitor you then have to pay an extra 100 Yuan.

Steelmill Benxi

Benxi is still investing in infrastructure and engines. Before Chinese new year on 29-01-2006 they hope to have replaced the last six SY's by diesels (GK1C). Only five engines were in service:

• SY 723
• SY 730
• SY 731
• SY 733
• SY 736

The sixth engine, SY715 was being repaired.

Nanpiao Coal Mine

No changes, still worth a visit.

Forestry railway Suileng

This forestry railway, to the north of Haerbin and Suihua, was built under Japanese rule before the revolution.

The closures of parts of the railway started with the end of the felling of trees (because no new trees had been planted the supplies were depleted) from 1997 in Dongguliu. The former mainline to Baer (km 124) was temporarily cut to Bayi, until after the closure of the branch to Dongguliu, the line was cut to Zhongleng near km 98. In 2000 the branches to the south of Xibeihe to Dongfeng and Wusi were closed. By 2001 the lines from Wuji to Shitoushan, the network of Wuchang and several small branches like for example the one km long connection to a wood loading point to the west of Shitoushan (km 10 behind Liukesong) has been shut down. Since then there have been no closures. The branches to the loading points around Wuchang, Dongguliu, Wuyi, Dongfeng and Wusi have all been removed. Wood is only loaded in Zhongleng, Yuejin and Beixihe. Limestone is loaded 4.1 km to the north of Yuejin and sand is moved from the 2.5 km long branch to the south of Zhangjiawan.

The railway runs through swampy, flat land and reaches more hilly, partially wooded terrain near Xibeihe (km 79). There are no steep gradients which require double heading or banking.

Wood is moved from the middle of November to the middle of April. Limestone the entire year. In the wood felling season there are 4 to 5 pairs of trains a day. A complete roundtrip takes 10 to 12 hours. There are approx. 2 limestone trains a week, each with 25 wagons. In the steam age the log trains consisted of 25 to 30 wagons. Since dieselisation 30 wagons is standard. Sand is transported irregularly, with mostly short trains. When requested, other goods, like fertilizer and coal are transported. In the summer months tourists are moved in a specially prepared railcar no. 4 and a red passenger coach equipped with modern video equipment and modern windows, to the Ruamin river. A 1.1km long branch line, which starts at km 71 has specially been built for this traffic.

The railway has orders to move wood until 2010, but actually any decision on the further continuation of the line depends on the forestry department in Haerbin.

With the first line closures and cuts in freight in 1997 diesels took over entirely. Only C2 no. 021 was stored as "souvenir" and can still haul short specials despite its dire technical state. In the depot there is a further C2 (scrap condition), whose number is thought to be 202. Specials consist of a diesel, a red passenger coach (the one for local tourists), the steam engine and any wagons you request. At each photo stop the diesel and passenger are uncoupled. When you chose the photo stops you should consider the fact that there is no possibility to take water and the quantity in the tender has to last for the entire trip. Once the tender is empty, you've had your last run past.

C2 021 hasn't had any exam or major repair since 1997. It's close to a miracle that this machine can still move under its own steam. Of course it can't move many wagons. Boiler and cylinders leak here and there, so that you shouldn't run a special in the depths of winter, as the engine would be completely enveloped in its own steam. The left crank metal was broken and only fixed with a piece of steel wire. The injectors leaked more valuable water than they actually injected. Nobody wanted to believe the engine would make it to the end of the long tour. But she did make it! At the end of the two day tour, she could even move into the depot under her own steam.

The numbers of the steam engines (all C2) were:

• 021
• 022
• 023
• 024
• 025
• 026
• 027
• 028
• 053
• 068
• 201
• 202
• 023

The numbers of the diesels present are:

• SN 98802
• SN 98803
• SN 98804
• SN 98805
• SN 98806
• SN 98807
• SN 98808

Number SN98801 is used as spare part donor.

The diesel engines only have one real drivers cab. Because of the abandonment of various triangles they have to run backwards for the last leg of their journey. There are still triangles in service in Sihaidian, Zhangjiawan and Liukesong. These are also used by railcars. There is also a reversal loop at the depot (unconfirmed, information from the staff)

There are five railcars with the numbers SN05 to 09 as well as two maintenance vehicles with crane numbered SN 10 an 11.

There is a regular passenger service operated by the railcars. Usually a passenger coach is added. As these are all painted red, they are no good for a special. The timetable which is valid from 16-08-2005 also contains trains which don't run regularly. Before you ride you need to check which trains are running. This can be done without any knowledge of the language by simply pointing to the train numbers. The timetable also shows the speed of the railcars.

Forestry railway Huanan

The forestry railway Huanan ended wood transport in 2003, when a few wagonloads were moved from Lixin. The few areas of forest which are left and can be exploited are served by lorries. The only freight since is coal. The coal-mine was closed after a large mine accident elsewhere in August. More people die in mines than on the roads in China (and there are more than 200.000 road deaths a year). The central government therefore ordered safety inspections be carried out in several hundred mines, which could only reopen after this had taken place. During the closure there was no rail traffic. Once the coal production was started again, bridge repairs forced a reduction in traffic. A large bridge near Tuoyaozi was damaged by high water (but not closed). Other bridges got new retaining walls. When the traffic was to resume on the 26th of September, two engines failed. Only from the 27th did traffic resume as usual with three C2 class engines (04,044 and 168).

All six engines (04, 011, 041, 043, 044, 168) are operational and have been freshly painted. Wages are paid punctually and proper maintenance is carried out on the line. The future of the line seems secured for the time being, the future of steam traction isn't as safe.

Huanan: Pumkin Harvest

The row material: Pumkins

Morning mist rising out of the fields.

The farmers of Tuoyaozi use the seats only, so they're crashing the pumkins in a special mashine.

Bringing the pumkin seats in green plastics down the valley.

Rich harvest: In Xiahua station pumkin seats for drying lay in the sun (they are white, in the backdrop). The woman in the foreground selects sunflower seats. The red stuff to the right is Chili.

On the gradient empty trains can be chased using motorbikes, which allow a stress free second shot. You can't pass the train, but in the large curve near Lazifang, you can take a shortcut on foot. The motorbikes can only be hired in Tuayaozi with driver unless you have a Chinese drivers license. The main problem is that the drivers drive in a thoughtless and dangerous manner (as is the Chinese way to drive any motorised vehicle). An accident can easily happen and could have grave consequences as crash helmets aren't provided. It's impossible to teach the drivers to behave differently, likewise it's just as impossible to teach them to keep at least 300 m behind the train, so as not to appear in the video of any other photographers along the line. Only by stoping them can you make them keep the required distance to the train (which they can't overtake anyway, before the curve near Lazifang). It's probably best to use elder drivers with smaller bikes.

After dieselisation of the JiTong line, more and more photographers will find their way to Huanan. On the JiTong railway many trains could be experienced on a line over 100 km in length. In Huanan a few trains will be met by many photographers in a small area. Everybody should realise that there will be picture incursions now and then. So stay calm and accept that not every picture will be a cover picture.

The price for the use of a motorbike varies from 30 Yuan (2004) to 80-120 Yuan (2005). Its clear in which direction the price will go, not because of fuel price increases, but because the bikers are realising their market value. They have got organized. Ask for Mr.

in Tuoyaozi, and he'll arrange everything.

Here is some further information about the railway for the interested railfan. In my earlier reports, not all the stations were mentioned, so here's a total overview.

The line to Qixing was closed in 1990. The line to Shengli in 1994. The extension of the line past Hongguang was removed in 1992, but had already seen the last wood traffic in 1991. The wood traffic came to a halt because wood had been felled for years, without any replanting programme. Passenger traffic with loco hauled trains ended in 1993. Since then there have only been railcar operations to Hingguang.

The added railmap originates from a forestry railway book, which was copied in the university of Haerbin by Zhao Yang. These maps aren't always correct, and don't always show all the branchlines. The map has been completed and corrected to my best knowledge.

Coal-mine railway Hegang

Coal traffic has increased due to the opening of a new cookery (built 2004) in Pengkun, while passengertraffic has seen a decline. On the non electrified line to Shanzhuang (a station beyond Qingshishan) there are only two passenger train pairs from the 1st June to the 31st of August. On the line to Xingshan the passenger trains are only steam hauled between the 15th of October until the beginning of April, outside this period they may be hauled by the LEW electrics. New is that the afternoon train no. 24 doesn't leave Xingshan until 16.50. On the nearly entirely electrified line Jipei (the station of the coal-mine directly opposite to the state railway station of Hegang).- Junli there is still a regular service with the trains usually steam hauled. The passenger service from Xing'an to Junde (state railway) was stopped.

The mainlines to Junli and Xingshan offer mainly industrial motives. The line to the power plant and the new cokery allows for some rural shots, but nothing special. There are some good line side motives on the two lines which run eastwards from Xing'an and Fuli to Junde. The train frequency is minimal though, and they can be hauled by electrics.

Hegang, like Jixi is suitable as an alternative destination if the narrow gauge line to Huanan is not working. Those who like industrial settings could spend a few successful days here.

Information from a FarRail tour extension in February 2005 by Jürgen Abratis:

Steelworks Qian'an

The steelworks in Muchangkou near Qian'an uses eleven SYs. The steelworks is a branch of the Capital Steelworks Beijing. After an initial visit that was hassle-free the management decided to refuse a request for further visits. The reasons are security objections.

The steelworks is a modern one. New construction works for further extension are underway. At the moment there are no efforts to replace the steam locos. First they want to invest in the production of high quality sorts of steel before they'll replace the locomotives. On request it was said that they will buy diesel locomotives after 2010.

The lines and the factories around the steelworks have – in contrast to the steelworks itself – the typical old industrial style of China's heavy industries. In these areas we were not allowed to take pictures. In the depot, a typical brick building, we could take pictures freely.

Beside the steam locos they're using different types of electric locos including the well known East German LEW 4-4's.

In use we saw the following locomotives: SY 0424, 0985, 0996 and 1033, and electric locomotives: ZG80 125, 126, 131 and 140, LEW-locos 7216 and 7223 (builder's number 13967). SY 0768 was under heavy overhaul in the depot. We've also seen steam crane Z152 15T under steam.

In front of the depot we found three plinthed locos: SY 0026, XK13 113 and electric locomotive ZG80 136.

Lujiaton

In Lujiaton, close to Qian'an, you can find a very old looking mine complex and power plant. Access was unofficial. It seems they would not allow photographers. We saw several SY's. There was also a passenger train hauled by an SY.