Since the Third Plenary Session of the Eleventh Central Committee of the Communist Party of China, the national economy has entered a new period of development. In 1982, the Twelfth Congress of the Communist Party of China proposed the great goal of quadrupling the gross industrial and agricultural production by the end of this century. It also pointed out that "railway transportation has become an important reason restricting the development of the national economy, and transportation capacity is not suitable for the growth of transportation volume. In order to change this situation, the railway must carry out a series of key constructions, speed up development, and increase transportation capacity." "According to this spirit, the railway focuses its infrastructure construction on strengthening the technical transformation of existing railways, and appropriately arranges the construction of some necessary new lines, and proposes the strategy of "fighting Daqin in the north, attacking Hengguang in the south, and taking East China in the middle" . At the same time, we will accelerate the transformation of traction power, improve the repair and maintenance capabilities of rolling stock, and focus on supporting various railway transportation equipment to improve transportation capacity and solve transportation weak links. This major decision was reflected in the Sixth Five-Year Plan starting in 1981 and the Seventh Five-Year Plan starting in 1986. During the Sixth Five-Year Plan period, the infrastructure investment in railways was the largest in all previous Five-Year Plan periods. Among them, investment in existing railway reconstruction accounted for 33.2%. 1,870 kilometers of double-track track will be laid, so that most of the main trunk lines in the operating railways will be double-tracked. 2,483.5 kilometers of electrified railways will be renovated or built, and 3,421 kilometers of diesel-powered railways will be added. The proportion of diesel and electric locomotives in the locomotive population has increased to 34.6%. Therefore, in the complete traction tasks, diesel and electric locomotives have accounted for 39.1%. In terms of transport organization, many reforms were carried out. Organize unit heavy-load combination trains to increase the weight of cargo trains; expand the grouping of passenger cars to tap transportation potential; adopt less-than-truckload transportation centralization to reduce zero-line trains and handle zero-line stations to increase operating speed; reform the locomotive crew system and implement The rotation system for long-distance roads will give full play to the transportation capacity of locomotives; the development of container and containerized transportation will improve freight efficiency, etc. By the end of 1985, the national railway operating mileage reached 52,119 kilometers, and the passenger and freight turnover exceeded 1 trillion ton-kilometers. In 1986, the Seventh Five-Year Plan period began. After the railway implemented the input-output contract management responsibility system, it further mobilized the enthusiasm of employees across the railway. Double-track electrified railways such as Jingqin and Daqin (the first phase of the project) have been completed one after another. The Dayaoshan Tunnel with a total length of more than 14 kilometers has been successfully opened, making the main north-south trunk line-Beijing-Guangzhou Railway fully open to traffic, greatly improving the throughput capacity. The Lanzhou-Xinjiang Railway was built to Alashankou, completing the steel transportation line across mainland China from east to west. Other old line reconstruction and rolling stock industries have also made great progress. (1) Focus on new railway construction Since the implementation of the reform and opening up policy, coal transportation tasks have increased significantly. Coal transportation volume accounts for more than 40% of railway freight volume. For this reason, during this period, the Ministry of Railways focused the construction of new railways on coal transportation. The newly built Gunshi Railway is a channel for coal from the Gunzhou and Tengzao coalfields to go to the sea. The Xingun Railway, the Gunshi Railway and the Taijiao Railway are connected to form an east-west trunk line parallel to the eastern section of the Longhai Railway. It is a channel for mountain coal to go to the sea. The Daqin double-track electrified railway under construction is China's first modern railway mainly transporting coal and operating heavy-duty unit trains. This railway will be an important channel for coal transportation in Shanxi, Inner Mongolia, Ningxia and other regions. It will play an important role in developing mountainous coal bases and increasing the amount of coal transferred from Inner Mongolia and Ningxia. The western section of the Lanzhou-Xinjiang Railway, which runs from Urumqi to Alashankou on the border and connects with the railway of the former Soviet Union, is another important international trunk line from China to the former Soviet Union. It is also an important part of the continental bridge connecting Asia and Europe. It plays an important role in politics, economy, and It is of great significance in national defense. ◆Beijing-Qinhuang Railway: The Surprise Railway runs from the Shuangqiao Bridge in Beijing hub to Qinhuangdao, with a total length of 290 kilometers. It is an important passage for the Shanxi Coal Sinotrans North Line. It is also China's first newly built double-track electrified railway and adopts AT power supply for the first time. The 155-kilometer Beijing end of the line is the second line added to the Tongtuo Line built in 1975, and the rest is newly built. The Beijing-Qinjiang Railway started construction in September 1981, was opened to traffic in 1984, and was put into operation in 1985. In 1986, an optical cable digital communication system was built. Right: Electric locomotive pulling a coal train. ◆The Gun-Shiki Railway The Gun-Shiki Railway starts from Chengjiazhuang on the Beijing-Shanghai Railway to Shijiusuo Port on the coast of the Yellow Sea, with a total length of 308 kilometers. It is a channel for coal from Shanxi and Shandong to go to the sea. Construction started in 1981 and was delivered for operation in 1985. ◆Xingun Railway The Xingun Railway starts from Xinxiang on the Beijing-Guangzhou Railway, crosses the Yellow River at Changgen, enters Dongming, Shandong and arrives at Gunzhou, with a total length of 315 kilometers. Construction of the Jining to Heze section started in 1977 and was completed in 1982. Construction of the Xinxiang to Heze section started in 1983 and was completed in 1985. The Changdong Yellow River Bridge has a total length of 10,282 meters, 301 piers, and a 1,243-meter-long concession stand on the bridge. The bridge was completed in October 1985. This section of the Yellow River "cannot sail boats if there is water, and cannot drive vehicles if there is no water". The riverbed changes drastically due to erosion and blood stasis. It is known as the "tofu waist" and the project is very difficult. ◆Daqin Railway The Daqin Railway starts from Hanjialing, the hub of Datong, to Qinhuangdao, with a total length of 653 kilometers. It crosses with the Fengsha Railway in Huailai, Hebei Province, and crosses with the Jingtong and Jingcheng Railways in Huairou, a suburb of Beijing. Construction started in 1985. Built in 1992. This railway is an important channel for coal transportation in Yanbei, Pingshuo, Inner Mongolia, Ningxia and other regions, with an annual transportation volume of up to 100 million tons. The entire line adopts advanced technology and equipment, reaching the international level in the 1980s.

◆Lanzhou-Xinjiang Railway's Wu'a Section The Wu'a Section of Lanzhou-Xinjiang Railway runs from Urumqi to Alashankou on the border, connecting with the railways of the former Soviet Union, with a total length of 467 kilometers. The construction of this road started in 1958, was stopped in 1961, and was resumed in 1985. Completed in September 1990. ◆Tonghuo Railway The Tonghuo Railway runs from Tongliao in Inner Mongolia to Huolin River, with a total length of 419 kilometers. It is a railway transporting open-pit coal from Huolin River. Construction started in May 1978, opened to traffic in 1984, and was delivered to operation on December 31, 1989. This railway is of great significance for lignite transportation, solving energy shortages in Northeast China and Inner Mongolia, promoting economic development along the line and consolidating national defense. ◆Qinghai-Tibet Railway Investment in environmental protection projects along the entire Qinghai-Tibet Railway will reach 1.2 billion yuan, setting a record in the history of China's railway construction. This was disclosed in a white paper titled "Ecological Construction and Environmental Protection in Tibet" published by the State Council Information Office here on the 10th. The white paper states that the goal of "building an ecologically and environmentally friendly railway" was determined at the beginning of the Qinghai-Tibet Railway construction demonstration. When selecting railway lines, try to avoid key areas where wild animals inhabit and move. For road sections that cannot be avoided and must pass through wild animal activity areas, 25 different types of wildlife passages have been set up in different sections according to the habits and migration patterns of wild animals along the route; in many sections, specially designed crossings for wildlife migration have also been set up. Dry bridges passing through the passage will ensure the normal activities of wild animals along the railway to the greatest extent. For example, in June and July, in order for Tibetan antelopes to pass through the construction site smoothly to breed and breed, the relevant units participating in the construction of the Qinghai-Tibet Railway stopped construction for four days, and construction personnel and construction machinery evacuated the construction site. The white paper said that in order not to damage natural environments such as grasslands and wetlands, great attention was paid to the protection and restoration of surface vegetation during construction. The turf in areas where vegetation is difficult to grow, roadbeds and places where construction vehicles pass must be retained, transplanted section by section, and preserved in situ, and then covered on the completed roadbed slopes or construction site surfaces to reduce the loss of surface vegetation to Minimum extent. For areas with better natural conditions, grass species suitable for plateau growth will be selected, supplemented by suitable seeding and breeding techniques, and efforts will be made to restore surface vegetation. Experiments on artificially cultivated turf were carried out in areas with slightly better natural conditions, supplemented by spraying, film covering and other technologies. In the source area of ??the Yangtze River in the Tuotuo River, special experiments on plateau roadbed grass planting have achieved initial success. The white paper said that after completion, the Qinghai-Tibet Railway stations will use environmentally friendly energy sources, mainly electric energy, solar energy and wind energy, for heating. Waste at the station is collected and processed centrally; domestic sewage must be treated to meet standards and discharged, and used as much as possible for greening; passenger buses use closed bodies, and the garbage on the bus is bagged and transported to the plateau lower delivery station for centralized processing. In terms of management, it adapts to the characteristics of the plateau and adopts the central station management model, with seven central stations set up across the entire line. Each central station has a management and control radius of about 80 kilometers and is fully responsible for driving and maintenance. Try to use remote automated control and mechanized maintenance to reduce the number of organizations and personnel on the plateau and protect the natural ecological environment of the Qinghai-Tibet Plateau to the greatest extent. (2) Use advanced technology to accelerate railway modernization. The solution to the shortage of railway transportation capacity lies in the use of advanced technology to accelerate railway modernization. In terms of rolling stock, high-power traction power and new vehicles are used to expand the train formation, increase the weight of the train, and speed up the driving speed. Several new types of internal combustion and electric locomotives and passenger and freight vehicles have been developed for this purpose. At the same time, technology was introduced and a batch of diesel and electric locomotives were imported. From 1949 to 1989, the railway rolling stock factory manufactured 1,139 electric locomotives, 4,953 diesel locomotives, 3 gas turbine locomotives, 9,659 steam locomotives, and 26,922 passenger cars (including subway buses 447 vehicles), 450,678 trucks. In terms of signaling, we will vigorously develop automated and semi-automated blocking systems, and promote electrical centralization, dispatching centralization and dispatching supervision to improve operating speed and ensure driving safety. In terms of communications, long-distance small coaxial cables are developed and long-distance cables are increased; carrier machines are developed in the direction of multi-channels such as 300 and 960 lines; railway long-distance telephone automation is developed in the direction of multi-door vertical and horizontal automatic switching with a capacity of 300 to 6,000 doors. In addition, optical fiber communications and special communications have been developed, such as dispatch telephones, departure telephones and train wireless dispatch telephones. In terms of freight, we should accelerate the development of container transportation and improve the level of mechanized loading and unloading to reduce labor intensity. In terms of line maintenance mechanization, in addition to self-developed tamping machines, track laying machines, slag unloaders, track bed shaping machines, long rail transport vehicles, and screen cleaners, complete sets of large track maintenance machinery have also been introduced to improve line quality. We are also constantly innovating in the construction of bridges and tunnels. We have built a number of bridges with novel bridge styles and tunnels with complex technologies. We have built a number of bridge factories with advanced technology for manufacturing steel beams and concrete beams. ◆Dayaoshan Tunnel The Dayaoshan double-track electrified tunnel is located in the Yaoshan mountainous area of ??Nanling in northern Guangdong between Pingshi and Lechang on the Beijing-Guangzhou Line. It is a key contributor to the construction of the Hengguang Second Line and is 14,295 meters long. The tunnel construction uses four inclined shafts and vertical shafts to be excavated in sections. The tunnel adopts a composite lining structure and is constructed according to the New Austrian Method. At the same time, supporting large-scale modern machinery is used to realize comprehensive mechanized flow operations of blasting, installation, transportation, shotcrete support, and concrete lining. ◆The world of Shanghai's maglev train will be shocked by the maglev train project in Shanghai, China. The "maglev speed" will rewrite the new speed of human ground travel. The history of world transportation development will also open up another new chapter since Watt invented the steam engine and the Wright brothers invented the airplane. One page.

The glorious crossing of the roof of the world - written on the occasion of the opening of the Qinghai-Tibet Railway

October 12, 2005, is destined to leave a mark in the history of world railways: the world The Qinghai-Tibet Railway, the highest altitude and longest plateau frozen soil railway in the world, is fully track-laying. On October 15, the first batch of aid supplies to Tibet arrived in Lhasa via the Qinghai-Tibet Railway. This marks the official end of Tibet’s history of not having access to railways, and also marks the end of the history of all provinces, cities and districts in my country having access to railways.

Overcoming the problem of frozen soil, overcoming hypoxia on the plateau, and protecting the fragile ecology

Solving the problems of railway construction one by one

The construction of the railway to Tibet has been the work of generations of Chinese dream. Since the founding of New China, the Party Central Committee and the State Council have been paying close attention to the construction of the railway to Tibet. In 1984, the Xining-Golmud section of the Qinghai-Tibet Railway was officially put into operation. On June 29, 2001, the construction of the Golmud-Lhasa section of the Qinghai-Tibet Railway with a total length of 1,142 kilometers officially started.

Landslides, earthquakes, sandstorms, thunder and lightning, strong sunshine, mudslides. In addition to these frequent natural disasters, the Qinghai-Tibet Railway project also faces three major railway construction problems in the world: "permafrost, alpine hypoxia, and ecological fragility." Over the past four years, more than 100,000 road construction troops have carried forward the Qinghai-Tibet Railway spirit of "challenging limits and creating first-class", creating one miracle after another on the snow-covered plateau.

The Qinghai-Tibet Railway has to cross 550 kilometers of continuous permafrost areas, as well as some island-shaped permafrost, deep seasonal permafrost, swamp wetlands and slope wetlands, which is the biggest difficulty in project construction. More than 200 scientific research and engineering technicians have jointly tackled key problems and solved many world-wide problems such as permafrost tunnels, bridges, and roadbed construction application technologies. Many permafrost engineering measures are the first of its kind at home and abroad, making the Qinghai-Tibet Railway a It became the "Museum of World Permafrost Engineering".

The ice in Fenghuoshan is more than 150 meters thick. Before the construction of the Qinghai-Tibet Railway started, some Western media predicted that the Qinghai-Tibet Railway would not be able to pass Fengshan. The China Railway 20th Bureau, which is responsible for the construction, has cooperated with a number of scientific research institutions and has successively overcome a number of world-wide plateau frozen soil construction problems. In October 2002, the Fenghuoshan Tunnel was successfully completed.

The entire Qinghai-Tibet Railway has an altitude of more than 3,000 meters, of which 960 kilometers are above 4,000 meters above sea level, with the highest point reaching 5,072 meters. The annual average temperature is below 0 degrees Celsius, and the extreme minimum temperature is minus 45 degrees Celsius. The oxygen content of the air Only half of that in the mainland, builders may suffer from life-threatening altitude sickness such as pulmonary edema and cerebral edema at any time.

In order to protect the health of builders, the Qinghai-Tibet Railway Construction Headquarters insists on giving priority to health protection. In the past, rhetoric such as "one is not afraid of hardship and the other is not afraid of death" that were commonly seen on construction sites has been replaced by "people-oriented, health protection" replaced. Tertiary medical institutions have been established along the line, and employees who fall ill can be sent to the construction site hospital for treatment within half an hour. There are 17 large-scale oxygen stations built along the Qinghai-Tibet Railway, and workers are required to inhale oxygen for an average of no less than 2 hours a day. In the more than four years since construction began, no one has died due to altitude sickness.

The Qinghai-Tibet Plateau has many species and large populations of rare animals, and the ecological environment is fragile. The total investment in the Golmud-Lhasa section of the Qinghai-Tibet Railway is 33.09 billion yuan, of which more than 1.2 billion yuan was invested in environmental protection. The headquarters also implemented an environmental protection supervision system for the first time in my country's large-scale projects, entrusting a third party to implement full environmental monitoring of the Qinghai-Tibet Railway. The Qinghai-Tibet Railway has become a model of environmental protection for my country's key projects: it is the first time to sign an environmental responsibility letter with the provinces and regions through which the railway passes; it is the first time to build migration channels for wild animals; it is the first time to successfully plant and transplant turf in high-altitude areas...

Reduce transportation costs, expand foreign exchanges, and change the consumption structure

A once-in-a-lifetime opportunity for plateau development

Everyone who first arrives in Tibet will have the same feeling: high prices. According to a survey by relevant Tibetan authorities, in Lhasa, a ton of coal costs 700 yuan and a ton of cement costs 800 yuan. The actual purchasing power of 100 yuan is equivalent to 54 yuan in coastal areas. The main reason is that Tibet's own production capacity is relatively low, and the transportation method mainly based on roads has increased the transportation costs of materials entering and leaving Tibet and the economic expenses of people entering and leaving Tibet.

Transportation inconvenience has increasingly become a bottleneck for Tibet’s reform, opening up, and economic development. The development of plateau specialty industries such as tourism, mining, Tibetan medicine, agricultural and livestock product processing, and ethnic handicrafts are all restricted by transportation.

Since the operation of the Xining-Golmud section of the Qinghai-Tibet Railway, it has become a transportation artery for developing the Qaidam Basin in Qinghai and promoting the economic development of Qinghai and Tibet provinces. Golmud, the new Gobi city, has developed from a deserted Gobi desert into a modern city.

The Qinghai-Tibet Railway runs through the two provinces of Qinghai and Tibet. It is a strategically significant passage connecting Qinghai-Tibet and the mainland. It is also an important part of the road network framework in the western hinterland. The completion of the Qinghai-Tibet Railway will provide broad space for the economic development of Qinghai and Tibet provinces and regions, and fundamentally improve Tibet's transportation facilities, allowing Tibet to form a three-dimensional transportation system of railways, highways and aviation, and completely solve the difficulties in the entry and exit of materials and personnel. problems, accelerate the rational adjustment of industrial structure, and gradually form its own economic hematopoietic function.

Connecting the plateau landscapes, showing charming charm and attracting the attention of the world

Golden tourist routes are about to emerge

Blue sky and white clouds, snow-capped mountains and canyons, folk customs, religious temples...mysterious The Qinghai-Tibet Plateau has always attracted Chinese and foreign tourists with its great charm. Since 1980, the number of tourists visiting Tibet has increased at an average annual rate of 27.6%, and tourism revenue has increased at an average annual rate of 34%. Both indicators are significantly higher than the national average.

Tibet has regarded tourism as the first characteristic economy. However, blocked transportation has restricted the growth of this industry. After the completion of the Qinghai-Tibet Railway, it will not only provide passengers with lower fares, but also connect the three cities of Xining, Golmud and Lhasa into a whole, forming a tourist circle around Golmud and a tourist circle around Lhasa.

After completion, the Qinghai-Tibet Railway will remain open to traffic around the clock and use an infrared monitoring system. The train's speed can reach 120 kilometers per hour on ordinary road sections and 100 kilometers per hour on frozen soil sections. This means that it will not take more than 12 hours from Golmud to Lhasa.

According to reports, the Qinghai-Tibet Railway trains are divided into two types: ordinary passenger cars and sightseeing trains. The former is mainly used to transport passengers, while the latter also has tourist functions. It can stop at every tourist spot for sightseeing. The sightseeing trains are expected to carry an annual load of The number of passengers is 900,000. At that time, tourists will sit in the carriage with oxygen supply function, enjoy services such as food and ethnic customs performances, and browse the beautiful scenery outside the window. This will undoubtedly increase the number of tourists visiting Tibet and promote the vigorous development of Tibetan tourism.

Facing the new situation, Tibet has proposed a leapfrog development strategy. The completion of the Qinghai-Tibet Railway will undoubtedly enable Tibet to ride the express train of the times and sail towards a better tomorrow.

Zhan Tianyou, courtesy name Juancheng, was born in Wuyuan, Jiangxi. He was born in an ordinary tea merchant family in 1861 (the eleventh year of Xianfeng reign in the Qing Dynasty). As a child, Zhan Tianyou was very interested in machines. He often made various machine models out of clay with the neighborhood children. Sometimes, he secretly disassembled the chiming clock at home, played with and figured out the components inside, and asked some questions that even adults could not answer. In 1872, Zhan Tianyou, who was only twelve years old, went to Hong Kong to apply for the "Preparatory Class for Young Children Going Abroad" organized by the Qing government. After passing the exam, my father signed a certificate for going abroad that stated, "If there is illness, life or death, everyone will take care of their destiny." From then on, he said goodbye to his parents and came to the United States to study with the ideal of learning Western "skills".

In the United States, students in the overseas preparatory class witnessed the great achievements of science and technology in North America and Western Europe, and were amazed by the rapid development of machines, trains, ships and telecommunications manufacturing industries. Some students became pessimistic about China's future, but Zhan Tianyou said with firm belief: "In the future, China will also have trains and ships." With the belief that he would study hard for the prosperity of his motherland, he studied hard and He graduated with honors from New Haven High School in 1867. In May of the same year, he was admitted to the Department of Civil Engineering of Yale University, specializing in railway engineering. During his four years at the university, Zhan Tianyou studied hard and ranked first in the graduation examination with outstanding results. In 1881, among the 120 Chinese students who returned to China, only two received degrees, and Zhan Tianyou was one of them

◆ Wu'a Section of Lanzhou-Xinjiang Railway

Lan The Urumqi section of the new railway runs from Urumqi to Alashankou on the border, connecting with the former Soviet Union railway, with a total length of 467 kilometers. The construction of this road started in 1958, was stopped in 1961, was resumed and continued in 1985, and was completed in September 1990.

◆Gunshi Railway

The Gunshi Railway starts from Chengjiazhuang on the Beijing-Shanghai Railway to Shijiusuo Port on the coast of the Yellow Sea, with a total length of 308 kilometers. It is a coal route from Shanxi and Shandong to the sea. The construction of the channel started in 1981 and was put into operation in 1985.

◆Beijing-Qinhuang Railway

The Surprise Railway is 290 kilometers long from Shuangqiao, the hub of Beijing to Qinhuangdao. It is an important passage for Shanxi Coal Sinotrans North Line and the first newly built railway in China. It is a double-track electrified railway and adopts AT power supply method for the first time. The 155-kilometer Beijing end of the line is the second line added to the Tongtuo Line built in 1975, and the rest is newly built. The Beijing-Qinjiang Railway started construction in September 1981, was opened to traffic in 1984, and was put into operation in 1985. In 1986, an optical cable digital communication system was built. Right: Electric locomotive pulling a coal train.