The Ji-Tong line stretches for over 800 kilometres from Jining to Tongliao. This remarkable provincial railway was not opened until
December 1995 and for much of its length it travels over almost totally flat land. However near the village of Reshui the line begins to
climb up into the mountains towards the town of Jingpeng. The first European to report on the existance of this line was a French
enthusiast by the name of Julian Blanc, who travelled over the line by train. It was not long before the first lineside photographers
were making their way to Inner Mongolia to marvel at this feat of modern engineering.
What made this line particualry remarkable was that the provincial authorities had seen fit to buy a fleet of surplus QJ class 2-10-2
steam locomotives from China Rail to provide the motive power for the route. Given the amount of traffic using the route it was usual
to use a pair of QJ's between Daban and Haoluku in order to provide sufficient power to haul long freight trains up and over the summit.
The line is single track with frequent passing loops. and once beyond Galadesitai (Km 517) the locomotives climbed through the
mountains by means of a series of horseshoe curves, massive embankments and two tunnels before reaching the summit of the line
inside the tunnel near Shangdian (Km 494). Trains approaching from the east would pause at Jingpeng (Km 468) to build up steam
before ascending the pass by means of several spectacular viaducts and four futher tunnels to reach the passing loops at Shangdian
station.
The combination of winter snows, extreme temperatures (as low as -40 degrees centigrade) and clear blue skies made a visit to
Jingpeng an unforgetable experience and the line became a place of pilgrimage for photographers and railway enthusiasts from
Europe, the USA and Japan. It was truly the 'Everest Of Railway Photography' and once experienced everything else somehow became
something of an anti-climax. Sadly it wasn't destined to last. By 2004 the first diesels were beginning to make an appearance on the
line and the last revenue earning QJ's made their final journey between Daban and Haoluku on 27th March 2005. Steam remained
between Daban and Chabuga for another nine months until 9th December 2005. Whilst the line itself remains and has been
continuously upgraded ever since, the sound of QJ's hard at work can no longer be heard. This page then stands as a tribute to the
world's last mainline steam railway.
December 1995 and for much of its length it travels over almost totally flat land. However near the village of Reshui the line begins to
climb up into the mountains towards the town of Jingpeng. The first European to report on the existance of this line was a French
enthusiast by the name of Julian Blanc, who travelled over the line by train. It was not long before the first lineside photographers
were making their way to Inner Mongolia to marvel at this feat of modern engineering.
What made this line particualry remarkable was that the provincial authorities had seen fit to buy a fleet of surplus QJ class 2-10-2
steam locomotives from China Rail to provide the motive power for the route. Given the amount of traffic using the route it was usual
to use a pair of QJ's between Daban and Haoluku in order to provide sufficient power to haul long freight trains up and over the summit.
The line is single track with frequent passing loops. and once beyond Galadesitai (Km 517) the locomotives climbed through the
mountains by means of a series of horseshoe curves, massive embankments and two tunnels before reaching the summit of the line
inside the tunnel near Shangdian (Km 494). Trains approaching from the east would pause at Jingpeng (Km 468) to build up steam
before ascending the pass by means of several spectacular viaducts and four futher tunnels to reach the passing loops at Shangdian
station.
The combination of winter snows, extreme temperatures (as low as -40 degrees centigrade) and clear blue skies made a visit to
Jingpeng an unforgetable experience and the line became a place of pilgrimage for photographers and railway enthusiasts from
Europe, the USA and Japan. It was truly the 'Everest Of Railway Photography' and once experienced everything else somehow became
something of an anti-climax. Sadly it wasn't destined to last. By 2004 the first diesels were beginning to make an appearance on the
line and the last revenue earning QJ's made their final journey between Daban and Haoluku on 27th March 2005. Steam remained
between Daban and Chabuga for another nine months until 9th December 2005. Whilst the line itself remains and has been
continuously upgraded ever since, the sound of QJ's hard at work can no longer be heard. This page then stands as a tribute to the
world's last mainline steam railway.
| JINGPENG - THE EVEREST OF RAILWAY PHOTOGRAPHY |
| New Year's Day 1999 and desperately hung-over from the previous night's celebrations on board the overnight sleeper from Benhong, I climbed the hills behind Reshui and was rewarded for my efforts by the sight of QJ's 7012 and 6828 on a westbound train between Tunnels 6 and 7. Our guide also climbed the hill to bring fresh supplies of beer - which by the time he reached us had frozen solid in the bottles. 1 January 1999 |
Just to the west of Reshui the
line crosses a small stream and
then the road which leads from
Reshui to the summit.
With QJ 7037 leading 7041, the
two engines are beginning to
dig in for the long climb towards
the summit. Since the distance
covered by the train is much
further than that of the road, it
was easy to reach the summit
long before the train and to get
a second photograph (see above)
1st January 1999
line crosses a small stream and
then the road which leads from
Reshui to the summit.
With QJ 7037 leading 7041, the
two engines are beginning to
dig in for the long climb towards
the summit. Since the distance
covered by the train is much
further than that of the road, it
was easy to reach the summit
long before the train and to get
a second photograph (see above)
1st January 1999
In addition to the numerous
freight trains that used the
JiTong line there was also a
passenger service.
Unfortunately this crossed the
Jing Peng section of the line in
the hours of darkness and so
photographs of passenger trains
on the Pass are rare. However it
did provide an excellent way of
reaching Galadesitai and thence
to Reshui and its hotels.
On New Year's Eve 1998, 2-10-2
QJ No.7118 stands at the head of
its train in Benhong station
which is 35km from Jining - the
western end of the line.
freight trains that used the
JiTong line there was also a
passenger service.
Unfortunately this crossed the
Jing Peng section of the line in
the hours of darkness and so
photographs of passenger trains
on the Pass are rare. However it
did provide an excellent way of
reaching Galadesitai and thence
to Reshui and its hotels.
On New Year's Eve 1998, 2-10-2
QJ No.7118 stands at the head of
its train in Benhong station
which is 35km from Jining - the
western end of the line.
| Most photographers concentrated their attentions on the line to the east of Jingpeng station as this marked the start of the climb to the summit at Shandiang but approaching Jingpeng was a large viaduct over a river. Unfortunately it was a favourite place for locomotives to blow-down before arriving in the station and although QJ6656 can be clearly seen, QJ6517 and the train are lost in a large cloud of steam 3rd January 2002 |
| Engines normally paused for some considerable time at Jingpeng station, taking water and building up their fires ready for the long climb. From this vantage point above Biligou Viaduct it was possible to watch the trains leave the station and enjoy the sight of them progressing along the side of the valley before crossing the concrete viaduct. The climb to reach this spot was arduous but the reward of seeing QJ's 6536 and 7040 hard at work made it all worthwhile 2 January 2002 |
"When a man is tired of Jingpeng, he is tired of life;
for there is at Jingpeng all that steam can afford"
(with apologies to Samuel Johnson)
Surely there was never anywhwhere else in the world that
could provide a spectacle such as this. The combination of
intense cold and the need to haul their long trains off the
viaduct and up the 1 in 80 gradient led to spectacular steam
and smoke effects just to the east of Jingpeng.
QJ7012 and an unidentified second engine cross the
embankment and through the quarry at Biligou
3 January 1999
for there is at Jingpeng all that steam can afford"
(with apologies to Samuel Johnson)
Surely there was never anywhwhere else in the world that
could provide a spectacle such as this. The combination of
intense cold and the need to haul their long trains off the
viaduct and up the 1 in 80 gradient led to spectacular steam
and smoke effects just to the east of Jingpeng.
QJ7012 and an unidentified second engine cross the
embankment and through the quarry at Biligou
3 January 1999
Si Ying Mi Viaduct is commonly
referred to as the Horseshoe
Viaduct and is perhaps the
iconic symbol of the line. This
immense curved viaduct is
part of a gigantic construction
which carries the line through
a full 360 degree turn as it
climbs ever onwards towards
the summit.
The early morning light brings
out all the colours in the
exhaust as QJ's 6577 and 6828
thrash their way across the
viaduct with an eastbound
train on 2nd January 2002
referred to as the Horseshoe
Viaduct and is perhaps the
iconic symbol of the line. This
immense curved viaduct is
part of a gigantic construction
which carries the line through
a full 360 degree turn as it
climbs ever onwards towards
the summit.
The early morning light brings
out all the colours in the
exhaust as QJ's 6577 and 6828
thrash their way across the
viaduct with an eastbound
train on 2nd January 2002
Later in the day - further
round the viaduct and slightly
further up the hill to catch
another pair of eastbound
QJ's flogging their way uphill
to Shangdian and the summit
of the line.
One thing was certain - to
catch the best of the action
you had to be fit and also
prepared to walk considerable
distances.
round the viaduct and slightly
further up the hill to catch
another pair of eastbound
QJ's flogging their way uphill
to Shangdian and the summit
of the line.
One thing was certain - to
catch the best of the action
you had to be fit and also
prepared to walk considerable
distances.
However the rewards for one's
endeavours could certainly be
spectacular. As always much
depended on the mood of the
gods - the weather could
change rapidly and bring a
day's photography to a
premature end. The biting
winds could also play havoc,
whipping the smoke off the
chimney top and blowing it
down across the train. But
...... when it did all come
together it was well worth all
of the previous frustrations.
endeavours could certainly be
spectacular. As always much
depended on the mood of the
gods - the weather could
change rapidly and bring a
day's photography to a
premature end. The biting
winds could also play havoc,
whipping the smoke off the
chimney top and blowing it
down across the train. But
...... when it did all come
together it was well worth all
of the previous frustrations.
At Km485 the line takes a sharp
curve and heads south, climbing
into what is known as
Brickworks Valley. The gradient
now is about 1 in 80 and the
train has travelled some 20km
since leaving Jingpeng and faces
a further 10km of climbing to
reach Shangdian.
QJ6828 and 6577 are well in
control of their train as they
climb up into the valley on in
January 2002
curve and heads south, climbing
into what is known as
Brickworks Valley. The gradient
now is about 1 in 80 and the
train has travelled some 20km
since leaving Jingpeng and faces
a further 10km of climbing to
reach Shangdian.
QJ6828 and 6577 are well in
control of their train as they
climb up into the valley on in
January 2002
| QJ's 6905 and 6763 hurry a long train of oil tanks westwards down the grade towards Jingpeng. The line is single track and has numerous passing loops along the way. This pair had been held at Shangdian awaiting the arrival of an eastbound train and are now heading for Jingpeng where they will almost certainly meet the next train waiting to climb up and over the pass. |
| In the middle of winter the daylight hours are relatively short and the sun late to rise in the sky. There was much debate as to whether it would be possible to get a shot at this location since it relies on early morning sun and a train arriving at more or less the right moment. Sometimes everything does come together perfectly and this was once such occasion. The two unidentified QJ's have just passed over the viaduct at the head of Brickworks Valley (the brickwork chimney can be seen in the background) and they are about to plunge into the first of three short tunnels on the final section of the climb. of 3rd January 1999 |
Definately a long climb and a
fairly precarious perch was
required to capture this shot of
QJ6986 and an unknown sister
locomotive between Tunnel 2
and 3. The western side of the
line seems to have the most
spectacular vantage points and
in winter it frequently has a far
deeper snowfall than on the
eastern side of the summit.
January 2002
fairly precarious perch was
required to capture this shot of
QJ6986 and an unknown sister
locomotive between Tunnel 2
and 3. The western side of the
line seems to have the most
spectacular vantage points and
in winter it frequently has a far
deeper snowfall than on the
eastern side of the summit.
January 2002
It was a shot similar to this which
first attracted me to the Jingpeng
line. The circumstances were to
say the least somewhat unusual.
I was at Boris Luis Santa
Columba sugar mill in Cuba in
April 1998 and after a hard
morning's photography I was
relaxing at a local roadside rum
stall with Ron Lingley and Andy
Clarke To our amazement there
was a large photograph pinned to
the rear wall clearly placed there
by a fellow enthusiast. By the
time we had finished our drinks a
plan had been hatched and eight
months later we were on our way!
first attracted me to the Jingpeng
line. The circumstances were to
say the least somewhat unusual.
I was at Boris Luis Santa
Columba sugar mill in Cuba in
April 1998 and after a hard
morning's photography I was
relaxing at a local roadside rum
stall with Ron Lingley and Andy
Clarke To our amazement there
was a large photograph pinned to
the rear wall clearly placed there
by a fellow enthusiast. By the
time we had finished our drinks a
plan had been hatched and eight
months later we were on our way!
One visit to Jingpeng was never
going to be enough although our
1999 trip was blessed with
excellent weather and we covered
most of the well known locations.
Somewhat concerned about the
potential problems of the so-called
'Millenium Bug' the following
season was given a miss as was
2000-2001 but in January 2002 it
was time to make a return for a
further six days on the lineside.
Here QJ's 6986 and 6828 are
exiting from Tunnel 3 with an
eastbound train.
going to be enough although our
1999 trip was blessed with
excellent weather and we covered
most of the well known locations.
Somewhat concerned about the
potential problems of the so-called
'Millenium Bug' the following
season was given a miss as was
2000-2001 but in January 2002 it
was time to make a return for a
further six days on the lineside.
Here QJ's 6986 and 6828 are
exiting from Tunnel 3 with an
eastbound train.
Another shot which was an act of
faith! One of our 2001-2 party
persuaded us to make the long
climb to be above the exit to
Tunnel 4. We set off in pre-dawn
light and climbed ever higher
above the road and then above
the line. On arriving at our
chosen vantage point it was clear
that the sun would not be on the
line for some considerable time.
Eventually we heard the sounds
of a train heading east and all we
could do was watch and hope
that the sun would climb high
enough to reach the line. It was
a close run thing but ultimately
the result was sufficient
justification for our enterprise.
faith! One of our 2001-2 party
persuaded us to make the long
climb to be above the exit to
Tunnel 4. We set off in pre-dawn
light and climbed ever higher
above the road and then above
the line. On arriving at our
chosen vantage point it was clear
that the sun would not be on the
line for some considerable time.
Eventually we heard the sounds
of a train heading east and all we
could do was watch and hope
that the sun would climb high
enough to reach the line. It was
a close run thing but ultimately
the result was sufficient
justification for our enterprise.
The long climb from Jingpeng is
nearly over for the crews of
QJ 6274 and 6763 as they
approach Km 491 and into sight
of Shangdian and the summit of
the line. At this point the line is
about 1300 metres above sea
level.
nearly over for the crews of
QJ 6274 and 6763 as they
approach Km 491 and into sight
of Shangdian and the summit of
the line. At this point the line is
about 1300 metres above sea
level.
A similar shot taken two years
earlier - slighly lower and slightly
closer to Shangdian.
On this occasion the locomotives
are QJ 6656 and 6517.
2nd January 1999
earlier - slighly lower and slightly
closer to Shangdian.
On this occasion the locomotives
are QJ 6656 and 6517.
2nd January 1999
Shangdian station is just a few hundred metres short of the summit which
is actually inside the tunnel to the east of the station. Shangdian has four
roads, two of which are loops and two of which are running roads. There
are (were?) also a number of semaphore signals to control movements in
the station area and these are Great Western Railway style lower-quadrant
signals
An westbound train has just left Shangdian and is beginning the long coast
downhill to Jingpeng station (above) 1st January 1999
An unidentified QJ is framed between signal posts as it arrives at
Shangdian with an eastbound freight train (right) 1st
January 1999
is actually inside the tunnel to the east of the station. Shangdian has four
roads, two of which are loops and two of which are running roads. There
are (were?) also a number of semaphore signals to control movements in
the station area and these are Great Western Railway style lower-quadrant
signals
An westbound train has just left Shangdian and is beginning the long coast
downhill to Jingpeng station (above) 1st January 1999
An unidentified QJ is framed between signal posts as it arrives at
Shangdian with an eastbound freight train (right) 1st
January 1999
With just a few hundred yards
to go before they reach the
summit the footplate crews of
QJ 7040 and QJ 6760 can begin
to look forward to a little rest
and relaxation as they begin the
25km descent towards Reshui
and relief at Daban summit
to go before they reach the
summit the footplate crews of
QJ 7040 and QJ 6760 can begin
to look forward to a little rest
and relaxation as they begin the
25km descent towards Reshui
and relief at Daban summit
Similar thoughts of rest and
relaxation are probably in the
minds of the crews of QJ7037
and QJ7041 as they approach the
summit but with a westbound
train from Haoluku and beyond.
They can now look forward to the
downhill run to Jingpeng. The
road from Reshui crosses the
line at this point providing an
ideal photographic location for
those less able or less inclined to
access other vantage points.
2 January 1999
relaxation are probably in the
minds of the crews of QJ7037
and QJ7041 as they approach the
summit but with a westbound
train from Haoluku and beyond.
They can now look forward to the
downhill run to Jingpeng. The
road from Reshui crosses the
line at this point providing an
ideal photographic location for
those less able or less inclined to
access other vantage points.
2 January 1999
A long train of tank wagons passes
the village of Shi Di heading for
the summit and then on to the
west.
This location was easily accessed
by walking along the track from
Summit Tunnel.
the village of Shi Di heading for
the summit and then on to the
west.
This location was easily accessed
by walking along the track from
Summit Tunnel.
This was actually the last picture
that I took on the JiTong line.
QJ6378 is single handed as it
brings a long train of bogie
bolster wagons past the
semaphore signals guarding the
entrance to Liu Di Gou station.
The station itself simply served as
a passing loop and whilst manned
24 hours a day never saw
passengers. As everywhere else
the station staff were welcoming
and happy for me to warm my
bones besides their fire. Despite
the sunshine the temperature
was about minus 15 degrees!
3 January 2002
that I took on the JiTong line.
QJ6378 is single handed as it
brings a long train of bogie
bolster wagons past the
semaphore signals guarding the
entrance to Liu Di Gou station.
The station itself simply served as
a passing loop and whilst manned
24 hours a day never saw
passengers. As everywhere else
the station staff were welcoming
and happy for me to warm my
bones besides their fire. Despite
the sunshine the temperature
was about minus 15 degrees!
3 January 2002
| The difference in snow cover resulting from the lower altitude and being on the east side of the Pass is very noticeable as QJ7137 crosses a small bridge between Galadesitai and Reshui on the evening of 2nd January 1999. This turned into an epic stuggle in the fading light as the single engine struggled towards the summit at Shangdian. It was a great tribute to the skills of the crew that it made it without failing or slipping to a standstill. |
| During the 2001-2 trip we made the 85km trip by road to visit Daban depot. At that time it was the largest steam depot in the world and we found over 20 QJ's on the shed - some in steam, some under repair and some in store. Chinese railways don't have engine sheds in the same was as in Britain, with most locomotives remaining outside at all times. Access to the depot was achieved without problem - the Chinese having already decided that 200 yuan was a good price to extract from steam-mad foreigners! |
The sheer size and scale of
these QJ's (Qian Jin -
'Advance') can be best
appreciated by comparing them
to the figure standing in front of
the bufferbeam of QJ6981. The
overall length of engine and
tender exceeds 90 feet and it
has an operational weight of
250 tons.
QJ7041 and 6981 at stand in the
depot yard at Daban 4/01/2002
these QJ's (Qian Jin -
'Advance') can be best
appreciated by comparing them
to the figure standing in front of
the bufferbeam of QJ6981. The
overall length of engine and
tender exceeds 90 feet and it
has an operational weight of
250 tons.
QJ7041 and 6981 at stand in the
depot yard at Daban 4/01/2002
Having travelled from Benhong to
Galadesitai in 1999 we decided to
reach Jingpeng in 2002 from the
eastern end and caught the train
from Tongliao. This provided us
with an opportunity to visit the
depot at Zhelimu and to see
locomotives such as QJ7163
arriving and departing the depot.
Locomotives did not work the full
length of the line and were
changed at Chabuga and again
at Daban during our 320km
overnight journey.
Galadesitai in 1999 we decided to
reach Jingpeng in 2002 from the
eastern end and caught the train
from Tongliao. This provided us
with an opportunity to visit the
depot at Zhelimu and to see
locomotives such as QJ7163
arriving and departing the depot.
Locomotives did not work the full
length of the line and were
changed at Chabuga and again
at Daban during our 320km
overnight journey.
Facilities at Zhelimu were far
more basic than those at Daban
depot. All maintenance,
preparation and disposal work
was carried out in freezing
conditions and a brisk wind
kicked up clouds of ash and coal
dust. In this photograph the
depot's steam crane is collecting
ash from the disposal pits as two
QJ's take water.
more basic than those at Daban
depot. All maintenance,
preparation and disposal work
was carried out in freezing
conditions and a brisk wind
kicked up clouds of ash and coal
dust. In this photograph the
depot's steam crane is collecting
ash from the disposal pits as two
QJ's take water.
| Click on locations below for more Chinese steam (systems shown in yellow no longer have steam) ANSHAN STEELWORKS BAOTOU BEITAI STEELWORKS BENXI STEELWORKS CHENGDE DAHUICHANG FUXIN COAL RAILWAY GONCHANGLING HANDAN STEELWORKS HUANAN JALAINUR JIXI MINING RAILWAYS JINGPENG MEIHEKOU PINGDINGSHAN NANPIAO TANGSHAN TIEFA MINING RAILWAY WEIHE FORESTRY RAILWAY XINGYANG BRICKWORKS XUANHAU STEELWORKS YUANBAOSHAN |