Beijing & Shanghai Station Spotting

The CRH2 is one of the “Hexie” (Harmony) series of China Railway High-speed EMUs, based on Japan’s Shinkansen E2 series. Kawasaki Heavy Industries provided the base design, and CSR Sifang (now CRRC Sifang) handled mass production. The monocoque aluminum extrusions were localized to Chinese-made materials, and—after technology transfer—the traction and control equipment also adopted Chinese-made components. The large billboard on the platform advertises “Beijing Shijingshan Amusement Park,” which drew attention in 2007 for its perceived similarities to Disney’s world and characters.

The CRH5 is another model in the “Hexie” high-speed series. It derives from the Italian “Pendolino” family (ETR600 series). Based on imported units, CNR Changchun Railway Vehicles (now CRRC Changchun) localized production, and the type entered service in 2007. The car bodies are aluminum alloy for lightweight construction. Traction uses VVVF inverters and three-phase induction motors. The body cross-section is slightly smaller, reflecting European loading-gauge influences.

The DF4 is a flagship family of large diesel-electric locomotives for China Railways. Following a prototype built in 1969 at Dalian Locomotive & Rolling Stock Works under the Shenyang Railway Administration, mass production spread nationwide from the 1970s onward. Multiple factories—including Dalian, Qishuyan, and Ziyang—built the series; with over 4,000 locomotives in total, the DF4 family is China’s largest diesel class.

The early DF4s were general-purpose passenger/freight locomotives, equipped with the 16V240ZJ engine (rated around 2,940 kW) and electric transmission. They featured a streamlined carbody and, in the initial period, commonly wore green with yellow striping. The family later diversified—DF4A, DF4B, DF4C, DF4D, and more—optimizing performance and roles.

Within the DF4 family, the DF4D is a late-1990s passenger-optimized derivative. Built mainly by the Dalian and Qishuyan works, it improved high-speed stability, reliability, and maintainability based on the DF4/DF4B experience. As dieselization and electrification progressed in parallel across China’s network, mainline passenger services demanded higher speed and punctuality. The DF4D addressed these needs with strengthened passenger-spec control, braking, cooling, and auxiliaries.

The DF7C is a diesel-electric locomotive developed chiefly for yard switching/shunting and short-haul freight. An improved member of the DF7 family, it inherits reliability and serviceability while boosting low-speed tractive effort, adhesion, and yard handling. Built at major plants including Dalian, the type is widely used nationwide. For sustained switching duty, it offers fine-speed control and durable cooling/auxiliary systems; it can also handle local freight on secondary lines as needed.

Introduced in the 1990s, the DF11 became a principal diesel-electric for long-distance passenger trains. Building on the DF4 lineage, it further enhanced high-speed running stability, power, and maintainability. The class served passenger trains—express and limited express—across non-electrified and partially electrified lines. Produced mainly at Qishuyan (now CRRC Qishuyan), the DF11’s higher output and high-speed aptitude suited long passenger consists where punctuality was essential.

The SS9 is an AC passenger electric locomotive that appeared in the late 1990s. Led by Zhuzhou Electric Locomotive Works (now CRRC Zhuzhou Electric Locomotive), the prototype was completed in 1998, with production continuing until around 2006 for roughly 200 units. With a Co-Co wheel arrangement, about 4,800 kW rated output, and a 170 km/h top speed, the SS9 emphasized high-speed stability and adhesion. Reliable electric braking also supports sustained higher-speed operation on long passenger consists.

Car H439 at Xizhimen runs on Line 13 (DKZ5 stock). Line 13 forms a large east-west ring around northern Beijing, using 1,435 mm gauge, a length of 40.9 km, and third-rail DC 750 V. This is a six-car fixed consist built by Beijing Subway Rolling Stock Works with aluminum alloy bodies and VVVF inverter control. Car S418 at Dongzhimen is DKZ2 stock on Line 1—the city’s first subway line (opened 1969)—linking Pingguoyuan to Sihui East over 30.4 km (1,435 mm gauge, third-rail DC 750 V). The train is a six-car steel-body consist with chopper control. By 2017, all underground stations in Beijing had platform doors. For Lines 1 and 2 (the earliest lines), half-height Automatic Platform Gates (APG) are used for ventilation, while later lines generally adopt full-height platform doors.

DF4D No.0139 at Shanghai is an early variant. Compared with the later 3000-series DF4Ds in Beijing, it differs in appearance: small windows run continuously along the side; radiator louvers are arranged as shorter segmented panels; and rooftop equipment layout also differs. Apart from mandated safety markings (e.g., yellow-black caution stripes, reflectors) on items like handrails and steps, there is no nationwide standard for locomotive liveries in China. Trends have shifted from earlier green schemes to blue-and-cream for passenger, orange/red hues for freight and shunting, and—more recently—red with gray/silver tones for a more unified series identity on many electrics.

The DF7G is a development of the DF7 family, optimized for yard switching (making/breaking consists) and short-haul freight. It inherits the reliability of the DF7/DF7C while improving low-speed adhesion, fine-speed control, and maintainability. Cooling and auxiliaries are designed to withstand continuous switching duty, providing stable low-speed tractive performance. Emphasis is placed on handling in ports and industrial branches, with flexibility to cover local freight on secondary lines as required.

Around 2007, the Jinghu (Beijing–Shanghai) and Zhejiang–Jiangxi (Hangzhou–Zhuzhou) lines had already been electrified (by 2006), so SS8/SS9-hauled passenger services increased. Even so, DF11s at the Shanghai depot continued working the Huxu (Shanghai–Xuzhou), Hubang (Shanghai–Bengbu), and Shanghai–Nanjing corridors. As more electrics were delivered, DF11s were gradually reassigned to other bureaus with non-electrified main lines.

The SS7E follows the lineage of the SS7/7B/7C/7D family and was developed for higher-speed mainline passenger service. Manufacturing was led by Datong Electric Locomotive (now CRRC Datong), with contributions from Dalian Locomotive & Rolling Stock. With a C–C layout, roughly 4,800 kW rated output, and a 170 km/h maximum speed, the SS7E optimized main circuits and auxiliaries. Revised equipment layouts, improved main transformers, distributed onboard networks, and auxiliary converters enhanced maintainability and reliability.

Developed in the 1990s for “semi-high-speed” passenger service on main lines, the SS8 is an AC electric with a Bo–Bo arrangement. Designed and built by Zhuzhou Electric Locomotive (now CRRC Zhuzhou), it debuted in 1994 with production continuing until about 2001. Rated around 3,600 kW with a 170 km/h top speed, the SS8 underpinned early efforts to speed up conventional lines and bridged toward the later SS9 and CRH eras of higher-performance passenger electrics.

Shanghai Metro Line 3 uses 1,435 mm gauge and overhead DC 1,500 V supply, linking Jiangyang North Road to Shanghai South for about 40.3 km. The line’s Type 02A stock was built by Shanghai Metro Rolling Stock Plant (now Shanghai Metro Rolling Stock Equipment Co., Ltd.), with aluminum alloy bodies and VVVF control. Platform doors were not yet installed in 2007, but today all stations use half-height Automatic Platform Gates (APG). Because much of Line 3 is elevated, APGs were chosen to ensure ventilation rather than full-height doors.