New achievements in China s railway construction 5, new achievements in China s railway construction

Wua section of the Lanxin Railway.

The Wua section of the Lanxin railway from Urumqi to the border Alashankou, connected with the former Soviet railway, with a total length of 467 kilometers, the road was started in 1958, stopped construction in 1961, resumed construction in 1985, and was completed in September 1990.

Gunshi Railway Gunshi Railway starts from Chengjiazhuang of Beijing-Shanghai Railway to Shijiusuo Port on the coast of the Yellow Sea, with a total length of 308 kilometers, which is a passage for Shanxi and Shandong coal to go to sea, which started construction in 1981 and was delivered and operated in 1985.

Beijing-Qinzhou Railway The 290-kilometer-long Marvel Railway is an important passage for the northern line of Shanxi Coal Export and the first double-track electrified railway in China, and the first to use AT power supply for the first time. The 155-kilometer Beijing end of the line was built in 1975 with the addition of the second line of the Tongtuo Line, and the rest was newly built. The construction of the Beijing-Qin Railway started in September 1981, opened to traffic in 1984, operated in 1985, and completed the optical cable digital communication system in 1986.

Right: An electric locomotive pulls a coal train.

The Baocheng Railway is the first railway built in New China, and the construction of the Baocheng Railway is arduous, and the construction of the Baoji to Fengzhou section of the whole railway is the most difficult.

The section from Baoji to Fengzhou crosses the Weihe River from the station in Baoji into the Qinling Mountains, where the environment is steep and the mountain railway hovers among the rocks.

The Baocheng Railway Project has pierced through one mountain after another, filling hundreds of valleys, and filling 60 million cubic meters of earth and stone alone.

Entering the Qinling Mountains, with the rise of the terrain, the difficulty of construction gradually increases, in order to overcome this terrain difference, after passing Yangjiawan Station, the railway designer cleverly built the railway into 3 horseshoe-shaped and 1 spiral rising line, the line is stacked with 3 layers, the height difference is 817 meters, this is the Guanyin Mountain exhibition line, now in the Guanyin Mountain Station to see the scene of the overlap of the three-layer railway is the Guanyin Mountain exhibition line.

Trains in this area need three electric locomotives to pull forward and push back to drive up to Qinling Station, and brake all the way downhill, creating a spectacular scene of sparks.

Most of the sections of Baocheng Railway have large slopes, long slopes and many curves, especially the section from Baoji to Fengzhou.

In the early days of construction, steam locomotives were used as traction for the locomotives, and the weight of this traction was extremely small, which slowed down the travel speed and reduced the efficiency of railway transportation, so it was finally decided to use electric locomotives for traction.

This method increases the slope limit from the initial 20% to 30%, the length of the road is 18km, the length of the tunnel is reduced by 12km, and the project investment is saved and the construction period is shortened.

The total length of the Baoji-Fengzhou section of the line is about 90 kilometers.

The construction of the Baofeng section of the road began in November 1953 with the electrification engineering design, and the preliminary design was completed in May 1954.

The line was originally designed according to the 3000 volt DC system, and then China's railway workers understood the new current system (power frequency single-phase AC system) in France, the former Soviet Union, Japan and other countries, and after repeated arguments and comparisons, it was finally decided to use the 25 thousand volt power frequency single-phase AC system in September 1957.

The use of power frequency single-phase AC system greatly reduces the number of traction substations, reduces the energy consumption of catenary, greatly improves the efficiency and effectiveness of electrified railways, avoids the technical problems of AC and DC connection, and lays a good foundation for the development of electrified railways in China.

In June 1958, the construction of the Baofeng section of the Baocheng railway electrification project began, after two years of insistence on the Baofeng section of the electrified railway project was completed in 1960, after more than a year of trial operation, it was delivered and operated in August of the following year, this railway is China's own strength, after several years of time to build the first trunk electrified railway, become a symbol of China's railway traction power into modernization, during 1959 China completed the electrification project of the kilometer ring railway test line in the eastern suburbs of Beijing.

Summary. As of 2021, China's railways have completed an investment of 748.9 billion yuan in fixed assets, a number of national key projects have been put into operation as scheduled, and the operating mileage of China's high-speed railways has exceeded 40,000 kilometers.

As of 2021, China's railways have completed an investment of 748.9 billion yuan in fixed assets, a number of national key projects have been put into operation as scheduled, and the operating mileage of China's high-speed railways has exceeded 40,000 kilometers.

It is the largest mileage in the world.

4,208 kilometers of new lines have been put into operation across the country, including 2,168 kilometers of high-speed railways, and the annual railway construction task has been fully completed. By the end of 2021, the operating mileage of railways in China exceeded 150,000 kilometers, of which more than 40,000 kilometers were high-speed railways. Solid progress has been made in the construction of railways for the old and young and in poverty alleviation areas, and an investment of 100 million yuan has been completed throughout the year, accounting for the investment in railway infrastructure, and 25 counties have ended the history of not being connected to railways.

Historically, Fuxing has achieved full coverage of 31 provinces (autonomous regions and municipalities), with a total of 100 million kilometers of safe operation.

The Beijing-Tianjin Intercity Railway, which was completed and opened to traffic on August 1, 2008, became China's first intercity high-speed railway, marking the entry of China's railways into the era of high-speed rail.

The key is that China's railways have come out of the predicament of seriously restricting the development of the national economy and have entered a new stage of "basically adapting" to the needs of development; Represented by plateau railways, high-speed railways and heavy-haul railways, China's railway technology has entered the forefront of the world. For a long time, the contradiction between China's railway capacity and demand has been a bottleneck in economic and social development.

With the development of China's high-speed spring wheel, this situation has been completely changed, and China's high-speed rail has leapt forward to become the traction of national progress and upgrading. The rapid development of China's railways has not only promoted domestic economic and social development, but also led to the leapfrog development of China's equipment technology. Over the past 100 years, China's railway locomotives have changed from steam locomotives to diesel locomotives and then to electric locomotives, from "turtle speed" to "god speed", which has changed not only the model and speed, but also the independent innovation ability of China's railways, which has become a legendary story in the history of world railway development.

Introduction to high-speed rail

The high-speed railway is a railway system designed with high standards and high-speed trains. The world's first official high-speed rail system was the Tokaido Shinkansen, which opened in 1964, connecting Japan's three major metropolitan areas, including Tokyo, Nagoya, and Osaka, and contributing to Japan's rapid development. Its design speed is 200 km h, so the initial speed standard for high-speed rail is 200 km h.