recognition as a national historical monument in 2001. Several of the stations along the line share a design similar to Da Lat station. Infrastructure The mountainous terrain along the Da Lat–Thap Cham line required the construction of three rack-railway sections and five tunnels. In total, of rack rails were laid. The first section, from Song Pha to Eo Gio, had a grade of 120‰ (12% or 1 in 8.33). The second section, from Don Duong to Tram Hanh, had a grade of 115‰ (11.5% or 8.33). The third, and final, section, between Da Tho and Trai Mat, had a grade of 60‰ (6% or 1 in 16.67). Two tunnels were built along the first rack rail section between Sông Pha and Eo Gio: one, with a length of , between Sông Pha and Co Bo (K'Beu), and the other, with a length of , between Co Bo and Eo Gio. The next tunnel was the longest, stretching somewhere between Tram Hanh and Cau Dat. Finally, two more tunnels were built between Cau Dat and Da Tho, the first measuring and the second measuring . Telegraph poles were also built along the line. Locomotives Steam Soon after the first part of the railway line was opened, the French Compagnie Des Chemins De Fer De L'Indochine (CFI) set about importing cogwheel locomotives that could be used also on rack sections. CFI initially purchased five HG 4/4-type locomotives in 1924 from Swiss manufacturer SLM Winterthur (). 1929 two locomotives followed from German manufacturer ME (), built after the Swiss plans as a so-called "Reparationsleistung". In 1930 SLM delivered another two locomotive, bringing the effective to nine. These locomotives were delivered as numbers 301 through 309 and later were given the serial numbers CFI 40-301 through CFI 40-309. Four locomotives (301, 305, 307 and 309) were destroyed during World War II during the Japanese occupation of Indochina. 1947 it was possible to purchase four similar but slightly less powerful locomotives from the Swiss Furka-Oberalp company which had electrified its lines a few years ago. These were HG 3/4-type locomotives (given serial numbers CFI 31-201 through 31-204). The locomotives were transferred to a Vietnamese railway company, Vietnam Hoa Xa, after the dissolution of French Indochina; the serial numbers remained the same, but with VHX rather than CFI as a prefix. The locomotives functioned on steam, generating a pulling power of 600–820 cv. The remains of