Shenyang Railway Exhibition Hall

This class was developed based on locomotives from the South Manchuria Railway （南满洲铁道）and Manchukuo National Railway （满洲国铁）, and modeled after the postwar Chinese SL6 class passenger locomotives (based on the Japanese "Pashiro" type). A total of 258 units were built domestically in China. "RM" stands for “Renmin （人民）” (People). The unit number 1247 does not indicate that over 1000 units were built; numbering ranges from 1001 to 1258 by batch.

Two Qianjin-class locomotives are preserved at the exhibition. This particular unit originally had two-axle bogies, which were later replaced with three-axle ones. The tender bears the bold slogan “Safe Operation for 3 Million Kilometers Without Accidents.”

This locomotive is one of 37 ordered by the South Manchuria Railway in 1907 (the year of its founding) from the ALCO Richmond Works in the United States. It represents the first Prairie type (1-C-1 wheel arrangement) built. After WWII, similar locomotives were grouped under the PL classification and used for branch-line freight and shunting duties until 1984. The name “Pole” is a romanized abbreviation of the Japanese “Purei” (プレ), though “PL” was more commonly used on the locomotive body.

Built in 1914 in Germany, this fireless steam locomotive has no onboard boiler. Instead, it stores high-pressure steam at 400°C supplied from an external source. Pressurization takes about 8 hours, and the top speed is around 30 km/h. It uses manual brakes when running solo and a reversing gear to brake while hauling freight cars.

This locomotive is one of 69 tank engines built by ALCO’s Richmond Works for the South Manchuria Railway between 1907 and 1908. Designed for bidirectional use (Double-Ender Tank, 2-6-4 arrangement), these were employed for yard work and short-haul operations. After WWII, they were grouped as the DB class and used until 1984. The name “Dabo” is derived from the Japanese “Dabu（ダブ）,” abbreviated in pinyin. However, “DB” was the standard marking used on the locomotive body.

Built in 1927 by Škoda of Czechoslovakia (now the Czech Republic), this was a heavy freight locomotive for trunk lines. It was retired in 1979. The Japanese nickname “Mikasa（ミカサ）” refers to the third variant of the Mikado type (2-8-2). After the war, China reclassified it as the JF3 class, with “JF” representing “Jiefang（解放）” (Liberation).

Developed for express trains by the South Manchuria Railway, the first five SL5 units were built in 1927 at the Shahekou Works, with six more added in 1933 (total: 11). The later series featured enlarged tenders. This corresponds to the fifth Pacific type (“Pashiko （パシコ）”) in Japanese classification (4-6-2). After the war, Pacific-type locomotives in China were grouped into the Shengli (“Victory”) series. “SL” refers to “Shengli（胜利）” rather than “Steam Locomotive.”

A total of 12 SL7 locomotives were built between 1934 and 1936—9 by Kawasaki Rolling Stock Manufacturing and 3 by the Shahekou Works. This express passenger locomotive represents the seventh Pacific type (“Pashina （パシナ）”) in Japanese classification (4-6-2). It had a top operating speed of 110 km/h and was used for South Manchuria Railway’s “Asia Express” (Dalian （大连）–Xinjing（新京）/Changchun（长春）). SL751 was marked as built by Kawasaki, but if it is No. 1 built at Shahekou, this may be incorrect.

Another unit from the SL7 “Pashina” series, likely built by Kawasaki. Originally preserved at the Dalian Locomotive Depot. Unlike SL751’s sky-blue livery, this one is painted in a dark green shade, possibly grayish or olive green. It is different from the typical dark blue of the South Manchuria era.

Built in 1936 by Krupp in Germany for the Jinpu Railway （津浦鉄路）, this locomotive is a Santa Fe type (2-E-1 wheel arrangement), classified as the second variant. “Site” comes from the pinyin of “SiTe,” a transliteration of the Japanese “Sata （サタ）.” The Jinpu Railway connected Tianjin（天津）and Pukou （浦口）(across the river from Nanjing（南京）), and was later integrated into the Japanese-led North China Transportation Company（华北交通公司）.

Believed to have been built in 1945 in Japan, this locomotive was originally a “Mikaro （ミカロ）” type belonging to the Manchukuo National Railway. “Mikaro” represents the sixth variant of the Mikado type (1-D-1 arrangement). It was used for trunk-line freight before the war, and postwar served a wide range of purposes including local freight, shunting, and branch-line operations. Later reclassified as JF6 in China, with “JF” standing for “Jiefang” (Liberation).

Built between 1937 and 1940 by Hitachi and the Shahekou Works, this passenger locomotive is the eighth variant of the Pacific type (“Pashiha”). While less famous than the “Pashina,” it features a distinctive streamlined body. It continued to serve in passenger operations after WWII.

Built in 1958 by the Reșița Metallurgical Combine in Romania, this locomotive has a 1-E-0 wheel arrangement (five driving axles), classified as a Decapod. Since the DK4 series had already existed prewar, this type was designated DK5. The name “Dike” comes from the pinyin for “Decapod,” though in practice, “DK” was the marking used on the body.

Manufactured in 1959 by the Chrzanów factory in Poland, this is a tank-type shunting locomotive with a 0-C-0 wheel arrangement (three coupled axles), also referred to as “Six-Wheel Coupled.” As the prewar sequence had reached “XK12,” this type was numbered XK13. The name “Xike” comes from the pinyin abbreviation, though “XK” is typically used on the body.

Built in 1958 at the Taiyuan Locomotive Works, this is a Chinese-made 0-C-0 tank locomotive, primarily used in mining areas, factory lines, or depot shunting. Though it shares the same wheel configuration as XK13, it was developed domestically and classified as the “Gongjian （工建）” class, abbreviated as GJ. It remained in service until 1997.

Built in 1960 by the Dalian Locomotive Works, the JS class (1-D-1 arrangement) was used for mainline freight, switching, and branch-line service. It was developed by combining Soviet FD-class concepts with Chinese innovations based on the earlier JF1 class.

Developed in China as a heavy-duty freight locomotive incorporating elements of the Soviet FD class, the QJ was once known as the “Heping” (Peace) class and later renamed “Fandi” (Anti-Imperialism) during the Cultural Revolution. Extensively used nationwide, this unit, built in 1982 by Datong Locomotive Works, was retired in 2005. It features a three-axle tender.

Manufactured in 1976 by Tangshan Locomotive Works, the SY class served mines, factory lines, switching, and branch-line service. Its design was based on the prewar JF6 (“Mikaro”) type used by the South Manchuria Railway and the Manchukuo National Railway, and was modified for postwar needs.

Built in 1964 by the Sifang Locomotive Works, this locomotive features a B-B wheel arrangement and hydraulic transmission. It weighs 84 tons and has a maximum speed of 120 km/h. It was mainly used for mainline passenger trains and remained in service until 1996.

This unit was built in 1984 by the Beijing February 7th Locomotive Works. It also uses a B-B wheel arrangement and hydraulic transmission, weighs 92 tons, and reaches a top speed of 120 km/h. Widely deployed on mainline passenger services, it remained in operation until 2000.

Built in 1984 by General Electric (GE) in the United States, this locomotive features a C-C wheel arrangement and electric transmission. It weighs 138 tons, has a top speed of 118 km/h, and is used for both passenger and freight trains. As of now, this type is still in service at Sujiatun Locomotive Depot.

Built in 2005 by the Beijing February 7th Locomotive Works, this locomotive uses a C-C wheel arrangement and electric transmission. Weighing 138 tons, it has a top speed of 100 km/h. It is mainly used for heavy freight, shunting, and branch-line services, and remains in use at Jinzhou, Jilin, and Sujiatun depots.

Manufactured in 1985 by the Dalian Locomotive Works, this C-C electric transmission diesel locomotive weighs 138 tons and has a maximum speed of 100 km/h. It was mainly used for mainline passenger and freight services and was actively operated in regions such as Jinzhou, Jilin, and Sujiatun.

Built in 1988 by the Ziyang Locomotive Works, this diesel locomotive features a B-B wheel arrangement and hydraulic transmission. It weighs 86 tons and has a top speed of 80 km/h. It was used primarily for shunting and short-distance services before its retirement in 2004.

This locomotive was built in 1991 by the Dalian Locomotive Works. With a C-C configuration and electric transmission, it weighs 138 tons and can reach speeds of up to 118 km/h. It was used for mainline passenger and freight trains until retirement in 2004.

Built in 1989 by the Sifang Locomotive Works, this locomotive has a C-C wheel arrangement and electric transmission. It weighs 138 tons and has a top speed of 80 km/h. Mainly used for yard shunting operations, this class remains in service in areas such as Jinzhou and Sujiatun.

This locomotive was manufactured in 2000 by the Ziyang Diesel Locomotive Works. It features a C-C configuration and electric transmission, weighs 138 tons, and reaches a maximum speed of 100 km/h. It continues to operate in regions including Jinzhou, Jilin, and Tongliao.

Built in 1985 by the Sifang Locomotive Works, this locomotive has a B-B configuration and hydraulic transmission. It weighs 92 tons and has a top speed of 120 km/h. Used on mainline passenger services, it was retired in 2003.

Built in 2008 through a joint project by CNR Dalian Locomotive Works and EMD (USA), this heavy-duty diesel-electric locomotive weighs 150 tons and has a maximum speed of 120 km/h. It is primarily used for mainline freight service and remains in use at the Tongliao depot.

The SS1 class was China’s first domestically developed electric locomotive. Based on Soviet technology introduced in 1958 and improvements to the earlier SY1 prototype, it entered mass production in 1968 by the Zhuzhou Electric Locomotive Works. A total of 827 units were produced (including 7 SY1 units). It features a C-C wheel arrangement, weighs 138 tons, and has a maximum speed of 90 km/h.

Built in 2002 by CSR Zhuzhou Electric Locomotive Works, this high-speed AC electric trainset was inspired by France’s TGV design. Each end of the 11-car consist housed a power car. It was designed for 270 km/h and achieved 321.5 km/h during testing. Although it entered limited service between Shanhaiguan and Shenyang in 2005, issues with signal integration and recurring faults restricted operations to 160 km/h. The project was discontinued in 2006.

This car was built in 1935 by the South Manchuria Railway. Originally used as an observation car on the “Dairiku” limited express (Busan–Beijing), it was comparable to a first-class car before the war. After the war, China abolished the first-class system and upgraded second class to first, and this vehicle was reassigned for official inspection use as a government car.

Built in 1933 by the South Manchuria Railway, this car features a riveted steel construction. It was rated for 9 passengers and was retired in 1991. Although other passenger cars are also displayed, only this and the executive car are introduced on this page.

This two-axle steel caboose was manufactured in Japan in the 1930s. It features a wooden interior with a coal-fired stove in the center and a chimney protruding from the roof. The bogies are composed of four welded steel plates with axle boxes mounted directly.

Originally built in 1900 under the Tsarist regime in Russia, this car was rebuilt in 1935 by the Dalian Works under Japanese rule. It is a two-axle steel tank car equipped with a GK-type brake and top-operated coupler, capable of transporting 15 tons of liquid cargo. It was retired in 1961. The name “SKO” possibly derives from the Russian word for tank car: “цистерна вагон” (cisterna vagon).

This open freight car was manufactured in Japan. The exact production year is unknown, but some wheels bear markings from 1911 and 1912, suggesting it was either built then or assembled later using older wheelsets. “C” stands for “Changche” (open car) in pinyin, and “1” indicates the first model in this type.

This 15-ton steam-powered crane was built in 1983 by the Qiqihar Vehicle Works. It is equipped with a 1.5-cubic-meter bucket, powered by a coal-fired steam engine, and was primarily used for loading coal into steam locomotives at depots. It was retired in 2002.

Areas E, F, and G are currently closed to the public and can only be viewed from a distance. Exhibits include high-speed CH3 rolling stock, electrical infrastructure, and maintenance equipment such as track cars, turnouts, signals, switches, and control panels. Among them, unit No. 119—a massive track car—is particularly noteworthy, though unfortunately inaccessible for close-up viewing.