The history of railways and bridges, the basic components of railway bridges

The Beijing-Guangzhou Railway is a railway from Beijing to Guangzhou, Guangdong Province, which was completed in 1957 and has a total length of 2,324 kilometers. It was originally divided into two sections, north and south. The northern section from Beijing to Hankou, Hubei Province, was called the "Jinghan Railway" (before 1949, it was called the "Pinghan Railway"), which started construction in April 1897 and was completed in April 1906.

The southern section from Guangzhou, Guangdong to Wuchang, Hubei, known as the "Guangdong-Hanzhou Railway", started construction in July 1900 and was completed in April 1936. After the opening of the Wuhan Yangtze River Bridge in 1957, the two railways were connected and renamed the Beijing-Guangzhou Railway. The Beijing-Guangzhou Railway is one of the most important north-south railway lines in China, connecting six provincial capitals and dozens of large and medium-sized cities.

The Beijing-Guangzhou Railway is an important railway line connecting the north and south of China. It starts from Beijing West Railway Station and ends at Guangzhou West Railway Station, with a total length of 2,284 kilometers. This railway consists of the original Jinghan Railway and the Guangdong-Hankou Railway.

After the completion of the Wuhan Yangtze River Bridge in October 1957, the Beijing-Hanzhou and Guangdong-Hanzhou railways were connected, and in November it was named the Beijing-Guangzhou Railway. It passes through Shijiazhuang, Zhengzhou, Xinyang, Wuhan, Changsha, Zhuzhou, Hengyang and other cities, runs through Hebei, Henan, Hubei, Hunan, Guangdong five provinces, and cooperates with Jingshan, Jingbao, Fengsha, Jingqin, Jingcheng, Jingyuan, Jingtong, Shitai, Shide, Xinjiao, Longhai, Luobao, Ningxi, Handan, Wuda, Xiangqian, Zhejiang, Jiangxi, Xianggui and Guangzhou.

3. Guangzhou-Kowloon and other railways are connected to each other, and are also connected to maritime transportation. The original Beijing-Hankou Railway from Beijing to Hankou started construction in April 1897 and was completed and opened to traffic in April 1906, with a total length of 1,215 kilometers. The original Guangdong-Hanzhou Railway started from Wuchang and ended in Guangzhou, with a length of 1,096 kilometers, and started construction in July 1900, but proceeded slowly, and only 49 kilometers of Guangzhou-Sanshui branch line was completed in August 1903; In 1911, the section from Changsha to Zhuzhou was completed; In June 1916, the section from Guangzhou to Shaoguan was completed; In September 1918, the section from Wuchang to Changsha was completed.

The section from Zhuzhou to Shaoguan is 456 kilometers long, but due to the arduous construction along the line and the shortage of funds, the construction did not start until 1929 and was completed in April 1936. To the Wuhan Yangtze River Bridge, the Guangdong-Hanzhou Railway was opened to traffic. After the founding of the People's Republic of China, the Beijing-Guangzhou Railway was gradually transformed into a technical one, mainly:

Replace steel rails, strengthen bridges, build new Yellow River bridges, improve communication and signal equipment, strengthen stations in various sections, build new passenger terminals in Beijing and Guangzhou, and establish hub stations in Shijiazhuang, Zhengzhou, Wuhan, Zhuzhou, Hengyang, etc. Due to the surge in traffic, the construction of the double line began in December 1955 and was completed in December 1988 when the Hengguang section was completed. Most of the passenger trains and freight trains on the whole road are pulled by electric locomotives.

The travel time between Beijing and Guangzhou has been reduced from more than 90 hours to 21 hours. The goods transported to the south of the Beijing-Guangzhou Line are mainly coal, steel, petroleum, timber and export materials, while the goods transported to the north are mainly non-ferrous metal mineral products, agricultural products such as grain, sugar, tea, fruits and imported materials.

Zhu Shi Yanghua, Zhu Shi Yanghua.

The development history is: Green car: Before the air conditioning of China's passenger cars and the great speed increase of China's railways, the "old green car" was the standard painting of China's railway passenger cars.

"Green car" is the most representative image of Chinese passenger trains in the 50s and 80s of the 20th century. Red car: China's railway passenger cars use the main color of orange-red and white standard painting of passenger cars, mainly 25A passenger cars, 25G passenger cars, and some other types of passenger cars use the "red car" coating.

At the beginning of the 21st century, China's railway passenger cars, "red cars" are generally air-conditioned passenger cars, with better equipment than most "green cars", and are often used in passenger train marshalling such as fast trains and ordinary express trains, replacing "green cars" to become one of the main models of China's railway passenger trains. Blue car: Blue car is a common name for a 25K passenger car used by Chinese express trains.

The main color of the exterior painting of the passenger car is blue and white, so it is called "blue car". This colloquial name is not as widely used as the old "green car" colloquial name. The 25K train was discontinued at the end of 2003.

White car: White car - The original standard livery was used for 25-ton passenger cars, and it is often used for direct express trains running during the fifth major railway speed-up. In 2007, China Railway began to run CRH EMU trains, which are painted in white to better match the image of "white cars", with speeds ranging from 200 to 350 kilometers per hour.

China's railways have a history of more than 100 years: 123 years since its first commercial railway, the Shanghai Wusong Railway, was opened to traffic in 1876; It has been 118 years since its first railway, the Tangxu Railway, was opened to traffic in 1881.

Over the past 100 years, China's railway industry has experienced two fundamentally different societies, the old and the new. Whether politically or economically, this determines that it will inevitably encounter two completely different destinies and futures in the course of its development.

Although the railway industry in old China was an unprecedented industry, it had a semi-feudal and semi-colonial character. Its construction, development, and operation are all controlled by imperialism, feudalism, and bureaucratic capitalism, and it goes without saying how slow its development and how bleak its operation is. Although the railway industry of New China takes the railway equipment of old China as its material foundation, under the leadership of the Communist Party and the people, it has always adhered to the principle of self-reliance, arduous struggle, and thrift in building the country, and since the late 70s, it has implemented the policy of reform and opening up, which has not only rapidly and completely changed the semi-feudal and semi-colonial nature of the old railway, but also achieved unprecedented brilliant achievements.

Of course, in the course of its 50-year development, the railway industry of New China has not been smooth sailing. It has gone through a gradual process from small to large, from less to many and from weak to strong, and there is no lack of smoothness and bumps, joy and regret, experience and lessons, victories and defeats on the road of its advancement.

The past 50 years have been 50 years of unremitting self-improvement, perseverance, overcoming obstacles and moving forward one after another, and these 50 years have their own twists and turns in change and development. In the late 70s and early 80s of the 20th century, China's railways entered a new era of reform and opening up. Under the guidance of new routes and new guidelines and policies, the railway industry has made rapid progress through the old and the new.

Summary. The superstructure (also known as the bridge span structure) generally includes the bridge deck structure (carriageway, sidewalk, railing, etc.), the bearing structure of the bridge span and the bridge bearings.

Substructure The substructure refers to the structural part of the bridge structure that is arranged on the foundation to support the bridge span structure and transfer its load to the foundation. It generally includes piers, abutments and pier foundations.

The basic components of a railway bridge.

The superstructure (also known as the bridge span structure) generally includes the bridge deck structure (carriageway, sidewalk, railing, etc.), the bearing structure of the bridge span and the bridge bearings. Substructure The substructure refers to the structural part of the bridge structure that is arranged on the foundation to support the bridge span structure and transfer its load to the foundation. It generally includes piers, abutments and pier foundations.

The maglev bridge cover beam spans 30 meters of steel to wedge how large the model.

Not less than 500*250 H steel.

China's bridges have roughly gone through four stages of development.

The first stage is dominated by the Western Zhou Dynasty and the Spring and Autumn Period, including the previous historical era, which is the founding period of the ancient bridge.

At this time, in addition to the original single-plank bridge and Tingbu bridge, the bridge mainly has two forms: beam bridge and pontoon bridge.

At that time, due to the backward level of productivity, most of them could only be built in the flat terrain, the river body was not wide, and the water flow was gentle, and the bridges could only be small bridges with wooden beams, and the technical problems were easier to solve.

In rivers with wider water surface and faster currents, pontoon bridges are mostly used.

The second stage was dominated by the Qin and Han dynasties, including the Warring States and the Three Kingdoms, and was the period of the creation and development of ancient bridges.

The Qin and Han dynasties were a dazzling stage of development in the history of China's architecture, when not only bricks of artificial building materials were invented, but also arch structures with the theme of masonry structure system were created, thus creating the prerequisites for the emergence of arch bridges later.

The emergence of iron tools during the Warring States period also promoted the multifaceted use of stone in construction, so that the bridge added new components such as stone columns, stone beams, and stone bridge decks on the basis of the log beam bridge.

Not only that, but its great significance lies in the fact that the stone arch bridge came into being.

The creation of the stone arch bridge has played an epoch-making role in the history of ancient Chinese bridge construction in terms of practicality, economy and beauty.

The great development of stone beam and stone arch bridge not only reduces the maintenance cost and prolongs the service time of the bridge, but also improves the scientific level of structural theory and construction technology.

Therefore, the use of building stone and the emergence of arch technology in the Qin and Han dynasties was actually a major revolution in the history of bridge construction.

Therefore, judging from some documents and archaeological data, about the time of the Eastern Han Dynasty, the four basic bridge types of beam bridges, pontoon bridges, rope bridges and arch bridges have all been formed.