On the Qinghai-Tibet Plateau, the "roof of the world", there is a steel artery running through the east and west-Xining-Golmud section of the Qinghai-Tibet Railway, which is the first phase of the Qinghai-Tibet Railway. The railway is about 846 kilometers long and was completed and opened to traffic on 1984. The first-phase project of Qinghai-Tibet Railway starts from Xining, an ancient plateau city, in the east, crosses mountains and mountains, crosses grassland Gobi, crosses salt lake swamp, and reaches Golmud, a new Gobi city at the foot of Kunlun Mountain in the west. Construction started in sections 65438-0958, and the whole line was completed and opened to traffic in May 65438-0984. Most of the railway lines are over 3,000 meters above sea level, which is the first plateau railway in China. From 65438 to 2007, most of the key materials used by the state for Tibet's development were transported to Tibet through this railway. By the end of 2000, the Xige section of the Qinghai-Tibet Railway had sent 87.24 million tons of goods, 35.73 million passengers and 8.75 million tons of materials into Tibet. This railway is praised by people of all ethnic groups along the line as a line of unity, traffic, happiness and lifeline. With the development of national economy and the continuous acceleration of western development, the transportation capacity of this railway is far from meeting the demand. After careful argumentation organized by the Ministry of Railways, the State Planning Commission gave a reply to the feasibility study report on capacity expansion and reconstruction of Xige section of Qinghai-Tibet Railway in June 5438+0999165438+10, with a total investment of 740 million yuan. At the beginning of last year, with the implementation of the western development strategy, tens of thousands of builders gathered here and began a large-scale capacity expansion and transformation project. The project is scheduled to be completed on 200 1 and 10, and the project is designed as a first-class railway. After capacity expansion and transformation, the annual capacity of Xige section of Qinghai-Tibet Railway will be greatly improved. The completion and use of the Xige section of the Qinghai-Tibet Railway has provided valuable experience and detailed technical data for the construction of the Jiela-Tibet Railway. The double-track construction of Xige section began in 2007 and is expected to be completed on 20 12.
Edit this section of the second phase of Qinghai-Tibet Railway.
The second phase of Qinghai-Tibet Railway started on June 29th, 20001year. In that year, it invested11.80 billion yuan to complete the reconstruction of the existing line from Golmud to Nanshankou, and won the first victory. In 2002, the investment was 5.32 billion yuan. Track laying began on June 29th, and it reached Kunlun Mountain smoothly at the end of the year. The annual plan for comprehensively tackling key problems in Qinghai-Tibet railway construction is to complete an investment of 5.6 billion yuan. The total investment of Qinghai-Tibet Railway exceeds 33 billion yuan; 78.53 million cubic meters of subgrade earthwork and 675 bridges were completed along the whole line, nearly160,000 linear meters; 2050 culverts with a horizontal linear meter of 37662 meters; There are 7 tunnels with a length of 9074 meters. At the same time, the Qinghai-Tibet Railway has also achieved fruitful results in tackling key problems in frozen soil, health protection, environmental protection and quality assurance. The Qinghai-Tibet Railway was completed and opened to traffic at 9: 00 on July 1 2006, and it is expected to become a world-class plateau railway with unmanned management along the line. With the joint efforts of all personnel involved in the construction of the Qinghai-Tibet Railway, all stations and auxiliary tracks along the Qinghai-Tibet Railway have been laid. At this point, the Qinghai-Tibet Railway has been fully laid. The Qinghai-Tibet Railway was opened to traffic at 9: 00 on July 1 2006.
Editor of Qinghai-Tibet Railway Branch Project
After the completion of the Qinghai-Tibet Railway, it will radiate outward from Lhasa Railway Station and build three passenger and freight transport branches. According to reports, these three feeder lines have already been included in the national medium-and long-term railway network planning, and all projects will be completed by 2020. The acceleration of branch railway construction will create good development opportunities for Tibet Tianlu! It is understood that these three railways are: Lhasa to Linzhi Railway, Lhasa to Shigatse Railway, and Shigatse to Yadong Railway. When it is completed and opened to traffic, the Qinghai-Tibet Railway will form a big Y-shape with these three branches, with a total length of more than 2,000 kilometers. In the National Medium-and Long-Term Railway Network Planning, the reporter found that these three railways and other lines are all newly developed routes in the west, with a total planning length of 1.6 million kilometers. The completion of these lines will improve the western railway network and open up a number of new passages in the southwest, northwest and exit. It is reported that these three feeder lines will lead to Yadong, Shigatse and Linzhi in Tibet respectively. According to the statement made by the head of the State Council Western Development Office in April last year, the route to Yadong will be connected with the Indian railway network, forming a strategic passage to South Asia and the Indian Ocean to the world. NPC deputy and Xizang Autonomous Region Chairman Ba Pincuo said in an exclusive interview with Xinhua News Agency on the 4th that it is necessary to build a branch line of Qinghai-Tibet Railway. At present, the railway departments and autonomous regions have completed the preliminary work for the construction of the Lhasa-Shigatse branch railway and submitted it to the relevant state departments for approval. Xiang said to Pakistan: "The autonomous region will give full play to the great potential and strong radiation of the railway, and hope that the future railway branch line will bring more benefits to people in Xizang." "The opening of the Qinghai-Tibet Railway for more than a year has brought great and far-reaching influence to Tibet. In this view, it is also necessary to build a railway branch line from Lhasa to Shigatse and Linzhi, because the benefits brought by the railway to Tibet, which has always been closed, are really exciting. " He said that although the train has only been in Tibet for more than a year, the benefits it has brought to Tibet's development will soon be highlighted. "And it involves a wide range and has a deep impact, even far exceeding our expectations." On July 2006 1, the Qinghai-Tibet Railway was opened. At the end of that year, Xizang Autonomous Region predicted that the number of visitors to Tibet would exceed 3 million in the second year. Therefore, the number of tourists received in 2007 exceeded 4 million, an increase of 15 1000 over the previous year. The total tourism revenue reached 4.8 billion yuan, an increase of 73.3% over the previous year, accounting for about 14% of the region's GDP. "The large number of people and logistics brought by the Qinghai-Tibet Railway itself, and the' Tibet tourism fever' inspired by it, have effectively promoted the development of the tertiary industry." Tell Ba Pincuo. The tertiary industry has shown a strong development momentum in Tibet. In 2007, the added value reached 654.38+09.2 billion yuan, up 6543.8+05.8% year-on-year. At the same time, the increase in the flow of people made the total retail sales of social consumer goods in the whole region exceed 654.38+000 billion yuan last year, up 24.9% year-on-year, and consumption became an important force driving economic growth. The Qinghai-Tibet Railway gradually narrowed the regional cost difference, improved the return on investment, and stimulated the investment enthusiasm of local private capital, mainland enterprises and foreign consortia. Last year, the whole region attracted 8.45 billion yuan of private investment, an increase of 29% over the previous year, which greatly optimized the investment structure in Tibet. Xiang said that due to its late start, weak foundation and relatively backward infrastructure, Tibet is still in the stage of "investment-driven economic growth" for quite some time, and infrastructure construction still needs a lot of money. "people in Xizang has benefited from the huge benefits highlighted by the Qinghai-Tibet Railway. Many farmers and herdsmen have directly or indirectly eaten' railway meals', and many surplus laborers have embarked on new jobs, and people have seen the hope of leap-forward development. " Tell Ba Pincuo.
Qinghai-Tibet Railway Construction Enterprise
There are 10 construction enterprises on the Qinghai-Tibet Railway. China Railway 1st Bureau Group, China Railway 2nd Bureau Group, China Railway 3rd Bureau Group, China Railway 4th Bureau Group, China Railway 5th Bureau Group, China Railway 12th Bureau Group, China Railway 14th Bureau, China Railway 15th Bureau, etc.
Edit this section of Qinghai-Tibet Railway and Railway Corps.
In the more than four years since the construction of the Qinghai-Tibet Railway, the Qinghai-Tibet soldiers such as China Railway 18th Bureau Group Co., Ltd. (formerly the Eighth Division of the Railway Corps) have carried forward the spirit of being particularly hardy, especially patient and especially capable of fighting. In the harsh environment of the Qinghai-Tibet Plateau, they have fought against the heavens and the earth and the snow, and wrote a hymn of tears with their youth and blood! Construction site of flaky ventilated subgrade of China Railway 18th Bureau Group
Since the 200 1 Qinghai-Tibet Railway was put into operation, China Railway 18th Bureau Group Co., Ltd. has made clear the working ideas of waiting for the drawings, doing a good job in building the line and meeting the decisive battle of construction, and has made up its mind to create brilliant achievements for the 18th Bureau at the highest point of the world railway. The Group has undertaken the 9th and 18th Bid Sections of the Qinghai-Tibet Railway, starting from Tanggula Pass in the north and reaching Amdo County in Xizang Autonomous Region in the south, with a total length of more than 80 kilometers. The bid section 18 is the one with the highest average elevation. The 5072-meter world railway peak, 5068-meter world railway highest station and Amdo Railway Station, the largest station in Tibet, are all in the 18th Bureau. In 200 1 and 2002, due to various reasons, the construction drawings could not be put in place on time, so they set about building ballast factories and sand and gravel factories to make sufficient ground materials reserves for the main line construction. A fully functional camp and an on-site central hospital have been built and equipped with supporting equipment and personnel, providing a good living environment for all employees and migrant workers. In July, 200 1 year, after their efforts, they contracted the construction task of more than 70 kilometers of survey access road of the First Survey and Design Institute of the Ministry of Railways, which was their first battle after entering the plateau. Because I have never had experience in plateau construction, this battle is very difficult. July is the rainy season on the plateau, and it rains at the sight of clouds. There are two, three or even a dozen times a day, and frequent rainfall increases the difficulty of construction in permafrost marshes. Later, after consulting with the design institute, they overcame the problem of swamp construction by throwing gravel, paving boards and geocells. In addition, if the construction in the swamp is not careful, the car will be trapped. At that time, a car was absolutely afraid to enter the construction site. Every car should be prepared with shovels and steel ropes, as well as mineral water and simple food in case of emergency. After more than two months of hard construction, the service road was finally connected. When the technicians returned to Amdo County from the construction site, they were dark and thin, with hair like a pile of weeds and their faces peeled off by strong ultraviolet rays, which made people sad. And their simplest request is to find a place to take a bath and have a good sleep. The construction of survey access road not only increases the understanding of plateau frozen soil construction, familiarizes the plateau environment, but also trains the team, and makes good preparations for the main line construction ideologically and technically.
A hard-fought battle
At the end of June, 2003, the construction drawings that were expected day and night finally began to be put in place. At this time, new and sharper contradictions are placed in front of the people of China Railway 18 th Bureau Group. According to the plan of the Qinghai-Tibet General Command of the Ministry of Railways, on April 1 day, 2004 (later adjusted to June 29, then adjusted to June 22), the Amdo Railway Station, which was built by the group, was laid in both directions to Tanggula Mountain and Lhasa, which was 3 months earlier than planned in September, 2005. Restricted by the special climatic conditions of the plateau, the effective construction time from drawing to track laying is only six or seven months, but the construction tasks of 5 million cubic meters of earthwork, 2 1km bridge and 1 1 7 culvert with an investment of about1100 million yuan can be imagined. The construction period is tight and the task is heavy. Qinghai-Tibet refers to a group of people who deeply realize that this is a tough battle than leadership, management, quality, safety, environmental protection and efficiency. They can only race against time to ensure that the track laying is not in the way! After the adjustment of the construction period, they quickly adjusted the personnel and equipment plan, and mobilized personnel and equipment to enter the site as quickly as possible after SARS. At the peak of the war, they organized more than 6,300 people 1500 pieces of equipment to enter the site, nearly double the original plan. In order to fully mobilize the enthusiasm of the general contractors, they held a grand mobilization meeting for the Hundred Days War on July 1 day, 2003, analyzed the grim situation to the project department, made clear the heavy tasks and the significance of the war, and decided to launch the Hundred Days War in the whole headquarters, taking the attack as the capture and starting an all-round war. The project departments also held a mobilization meeting for the Hundred Days War, held a flag-raising ceremony for the youth commandos, carried out a resolution writing activity for the Hundred Days War, and carried out in-depth and extensive propaganda and ideological mobilization for the construction war. In order to ensure the construction period, they signed letters of responsibility layer by layer and established a strict reward and punishment system. Organize engineering and planning personnel to refine the task quantity. There is a task on 15 days, and there is reward and punishment inspection on 15 days. The construction period is reversed, ten days a day and ten days a month. The managers of each project department sign a written commitment letter with the director of the bureau, and they will be rewarded for completing the task, and they will be severely punished for failing to complete the task. Each project department signs responsibility letters with construction teams, teams and teams, and implements small goals, small competitions and small rewards and punishments in each team, with one day's appraisal, one day's rewards and punishments and one day's cash. 24-hour shift work, people do not rest, these measures have greatly promoted the construction production. After three and a half months' tenacious struggle and meticulous construction, the participating units set a construction record of the Qinghai-Tibet Railway with a daily investment of more than 30,000 yuan/kloc-0, created a historical record of 820 million yuan invested by the 18th Bureau for three and a half months, and created the speed of Qinghai-Tibet. At the same time, it has achieved comprehensive excellence in quality, safety, environmental protection and spiritual civilization construction, and was rated as an excellent unit in the first half and the second half of the quality reputation assessment organized by the Qinghai-Tibet General Command.
Track-laying defense war
2004 is the year of overall promotion and track laying of Qinghai-Tibet Railway. Although they have worked hard to complete more than 80% of the total works in 2003, the remaining works are still very large, and the pressure to ensure track laying on June 22 is still great. On February 4th, 2004, Sun Yongfu, Vice Minister of the Ministry of Railways, personally led a team to the 18th Bureau Group Company to have a discussion to learn about the work preparation of the 18th Bureau in 2004. On March 5th, the Group Company held a mobilization meeting for the construction of Qinghai-Tibet Railway, analyzed the situation faced this year and put forward guiding opinions. Qinghai-Tibet refers to the leadership team conscientiously implementing the spirit of the instructions of the Ministry leaders and group companies. After careful analysis, the annual construction task objectives are determined as follows: complete all offline projects before track laying to ensure that track laying does not get in the way; All offline projects should be completed within one year. Under the guidance of this idea, in early March, although the Qinghai-Tibet Plateau was still freezing and snowing, they organized personnel and equipment to enter the site early, set up tents and stoves on piers and culverts, actively adopted winter construction measures on the one hand, and made other construction preparations on the other hand, which laid the foundation for a comprehensive sprint. In mid-April, the temperature rose, and they seized the opportunity to launch a 90-day war in time to ensure that the track laying would not get in the way. Facing the urgent construction period and heavy tasks, each project department refines the remaining engineering tasks according to the deployment of the bureau, reverses the construction period, refines the task amount to days, and refines the responsibility to people, checks the progress of the project every day, adjusts the construction plan in time, and rewards it in stages. If the task cannot be completed as planned, carefully find the crux of the problem, and if there are insufficient personnel, urgently mobilize personnel; If the equipment is not matched, the equipment should be mobilized urgently to ensure that the construction task is completed on schedule. Bureau refers to accurately grasp the remaining tasks of each project department and the status of personnel and equipment, implement dynamic management of projects, implement global chess management of personnel and equipment, ensure the orderly progress of all global projects, and ensure that track laying does not get in the way. At present, the unit projects of the project department that may get in the way have been divided, and the project department with relatively loose construction period is arranged for surprise attack. In addition, they adhere to the principle that the main body and ancillary works go hand in hand, and consider the ancillary works such as skeleton slope protection, drainage ditch and retaining wall as early as possible, and transport all raw materials to the construction site before track laying to prevent the transportation construction from being difficult after track laying. Over the past four years, under the harsh environment of extreme cold and lack of oxygen, it took them three and a half months to build the Qinghai-Tibet speed with an investment of 820 million yuan, and on June 22, 2004, Amdo track-laying goal was achieved as scheduled. On August 24th, 2005, the track of Qinghai-Tibet Railway was successfully connected at Tanggula Station at an altitude of 5,072 meters, which made China Railway successfully reach the top of the world railway, and Jinmen Tiejun created one miracle after another in the forbidden area of life. Since playing, the Qinghai-Tibet Headquarters has successively won the National Youth Contribution Award for Key Projects jointly awarded by the State-owned Assets Supervision and Administration Commission, the Ministry of Railways and the Central Committee of the Communist Youth League, the Xizang Autonomous Region Advanced Collective awarded by Xizang Autonomous Region and the Youth Civilization Award awarded by China Railway Construction Corporation. The Party Working Committee of the headquarters was awarded the honor of advanced grass-roots party organizations by Tianjin Urban Construction Working Committee, and was rated as an advanced unit for spiritual civilization construction and an advanced unit for supporting local construction in Naqu area. Commander Han Limin has also won the honorary titles of National Key Project Construction Youth Contribution Award, Qinghai Province Model Worker, and National May 1st Labor Medal. Li Jiping, deputy commander, won the "Locomotive Medal of the Ministry of Railways" and Li Zhengshi, deputy commander, won the "Xizang Autonomous Region Model Worker".
Edit this section of "Heaven" to make the "roof of the world" not far away.
The Qinghai-Tibet Railway was put into full trial operation on July 1 2006. Xizang Autonomous Region is located on the Qinghai-Tibet Plateau in the southwest of the motherland, with an area of 6.5438+0.22 million square kilometers and an average elevation of more than 4,000 meters. It is known as "the roof of the world" and "the roof of the earth". Before the opening of the Qinghai-Tibet Railway in 2006, Xizang Autonomous Region was the only provincial administrative region in China that was closed to railways. The backwardness of transportation facilities seriously restricts the economic and social development of this area, which is one of the major poverty-stricken areas in China. With the implementation of the large-scale development of the western region, the materials transported to Tibet have greatly increased. The original transportation corridor in Tibet, which is mainly based on the Qinghai-Tibet Highway, is far from meeting the urgent requirements of economic development in terms of transportation capacity, volume, speed and convenience. The construction of Qinghai-Tibet railway is an objective need to overcome the current traffic bottleneck, accelerate the economic development of Qinghai-Tibet provinces and promote the development of the western region. It is imperative to build the Qinghai-Tibet Railway. The transportation capacity of the railway is unmatched by any mode of transportation. The first-phase project of Qinghai-Tibet Railway (Xining-Golmud section) has been put into operation for more than ten years, and has become the main transportation channel for developing Qaidam Basin in Qinghai and promoting the economic development of Qinghai and Tibet provinces. It has promoted the construction and development of a large number of large and medium-sized projects such as Qinghai Potash Plant, Xitieshan Lead-zinc Mine, Qinghai Aluminum Plant, Qinghai Oilfield, Golmud Refinery, Mangya Asbestos Mine, Longyangxia Hydropower Station and Lijiaxia Hydropower Station, laying a solid foundation for the 4.6 million people of all ethnic groups in Qinghai to get rid of poverty and become rich and modernize. At the same time, it has also played an important role in the development of Tibet. At present, more than 85% of materials entering Tibet have to be transshipped through Golmud. The continuous construction of the Qinghai-Tibet Railway will greatly improve the comprehensive transportation capacity and fundamentally improve the traffic conditions and investment environment of the two provinces. The construction of Qinghai-Tibet Railway will improve the road network layout and realize the three-dimensional traffic in Xizang Autonomous Region in one fell swoop. Judging from the road network layout, Tibet is a blank. Moreover, there is no railway connection between Tibet and Qinghai, and between Qinghai and Xinjiang. The Qinghai-Tibet Railway runs through Qinghai and Tibet provinces and is a strategic channel connecting Tibet, Qinghai and the mainland. It is also an important part of the road network skeleton in the hinterland of the west, and will be the backbone railway of the road network in this area in the future. At the same time, the completion and opening of the Qinghai-Tibet Railway will form a three-dimensional traffic of railways, highways and aviation, and completely solve the problems of "difficulty in entering Tibet" and "difficulty in leaving Tibet". The construction of Qinghai-Tibet Railway will provide a broader space for the economic development of Qinghai-Tibet provinces and make its superior resources more fully developed. At the same time, the huge national investment and the large amount of manpower and material resources needed for railway construction will directly stimulate the economic development of Qinghai-Tibet provinces, promote the rational adjustment of their industrial structure, accelerate the process of urbanization, industrialization and modernization, and realize "leap-forward" development. The construction of the Qinghai-Tibet Railway is also the need to strengthen the ties between other vast areas of China and Tibet, promote cultural exchanges between Tibetans and other ethnic groups, and enhance national unity. The construction of Qinghai-Tibet Railway is also the need to develop the rich tourism resources of Qinghai-Tibet and promote the sustainable economic development of the two provinces. The tourism resources along the Qinghai-Tibet Railway are unique in the world. From 199 1 to 1998, the average growth rate of passenger flow into Tibet is as high as 18.7%, and it is still growing at a high speed, but the backward traffic situation seriously restricts the further development of tourism. The construction of railway will attract more and more domestic and foreign tourists, promote the rapid development of tourism in Qinghai-Tibet province, make it grow into a new economic growth point, and may become one of the pillar industries of the national economy of the two provinces. Building the Qinghai-Tibet Railway is a long-term need to change the current unreasonable energy structure in Tibet and fundamentally protect the ecological environment of the Qinghai-Tibet Plateau.
After the opening of the Qinghai-Tibet Railway, 75% of the materials entering and leaving Tibet will be borne by the railway, thus changing the shortcomings of long road transportation distance, high freight rate and great loss in the past. The Qinghai-Tibet Plateau, known as the roof of the world, is famous for its high altitude, thin air, low oxygen content, strong ultraviolet rays, perennial snow and complex climate. Paul taylor, an American modern train traveler, wrote in his book Traveling in China: "With Kunlun Mountain, the railway will never reach Lhasa." After four years of hard work, many rare scientific and technological problems were overcome, and the Qinghai-Tibet Railway was completed in 2005. Because it crosses the highest plateau in the world, this railway is also called "Heavenly Road". Qinghai-Tibet Railway Company plans to open luxury tourist trains, passing through world-famous scenic spots such as Qinghai Lake, Kunlun Mountain, Hoh Xil, Sanjiangyuan, Northern Tibet Grassland and Potala Palace. In order to help tourists cope with possible altitude sickness, there will be special oxygen supply equipment in the carriage. After completion, the Qinghai-Tibet Railway will also adopt an infrared monitoring system to make the plateau unattended and open to traffic all day. The garbage collection system and garbage collection train will also be started to transport the domestic garbage generated along the way to Lhasa or Golmud for treatment. The Qinghai-Tibet Railway starts from Xining, Qinghai Province in the east and ends in Lhasa, Xizang Autonomous Region in the west, with a total length of nearly 2,000 kilometers. After opening, the train speed in general sections will reach 120km, and the travel time from Golmud to Lhasa will not exceed 12 hours.
Edit the "most" of this section of the Qinghai-Tibet Railway
Qinghai-Tibet Railway is the highest railway in the world. Due to several worldwide problems, such as fragile ecology, cold and lack of oxygen, frozen soil and strong wind, it has created many "firsts" at home and abroad in the construction process.
The highest altitude in the world.
The Qinghai-Tibet Railway, with the longest mileage at high altitude in permafrost, starts from Xining City, Qinghai Province and ends in Lhasa City, the capital of Xizang Autonomous Region, with a total length of 1956 km and crosses 960 km at an altitude of more than 4,000 meters. Its highest point is located at Tanggula Pass in Golmud-Lhasa section of the second phase project of Qinghai-Tibet Railway, with an altitude of 5072m and a total length of118km, which is a landmark project for the development of western China. Golmud, a new industrial city in Qaidam basin in western Qinghai Province, starts from Golmud section in the north, and the route map of Qinghai-Tibet Railway.
Pass Nachitai, Kunlun Mountain, Wudaoliang, Tuotuo River and Yanshiping, pass Tanggula Mountain, pass Amdo, Naqu, Dangxiong and Yangbajing in the northern Tibetan Plateau, and go all the way down to Lhasa. It crosses more than 550 kilometers of permafrost, with an average elevation of more than 4,500 meters. The highest track crosses the Tanggula Pass at an altitude of 5,072 meters. The total investment of this steel artery is 262 1 100 million yuan, and it is planned to be paved in 2006, and the whole line will be completed and opened to traffic on July 1 2006. Towering peaks, snow-covered areas, vast Gobi ... the ancient and mysterious Qinghai-Tibet Plateau has been silent and lonely for thousands of years. Although it is vast, beautiful and rich, in the past, due to the restrictions of economic, social and natural conditions, traffic congestion and poor logistics, people in the plateau could only adhere to the self-sufficient manor economy for a long time. Until 1949, there were only 1 km sidewalks for cars in Tibet, and the only water vehicles were cable bridges, cowhide boats and canoes. In order to promote the economic development in the plateau area, as early as 1950s, the Party and the state made great efforts to study and solve the railway construction problem in Tibet. The Xining-Golmud section of the Qinghai-Tibet Railway started at 1958, stopped at 1960, and was rebuilt at 1974, and was completed and opened to traffic at 1984. No railway in the world can give people such shock and excitement. On the Qinghai-Tibet Plateau, the most mysterious place except the moon, a world-famous steel dragon is winding along. It breaks through the forbidden zone of life, crosses the Gobi Kunlun and flies over the Great Rift Valley ... It tells the world with indisputable facts that it is the plateau railway with the highest altitude and the longest line in the world!
Wind-volcano tunnel, the highest plateau permafrost tunnel in the world
The Fenghuoshan Tunnel is located on the Fenghuoshan at an altitude of 50 10 meters, with a total length of 1338 meters and an elevation of 4905 meters, all of which are located in permafrost on the plateau. It is the highest altitude tunnel in the world and the longest tunnel crossing the permafrost region.
Frozen soil tunnel is known as "the highest tunnel in the world". When I came to the Fenghuoshan tunnel, I was first attracted by the huge couplet in front of the tunnel entrance: "Take the white clouds to caress the blue sky, fight against the snow and bind the black dragon, and step on the breeze to invite the bright moon to pass through the world's highest tunnel." The climatic environment in the wind-volcano area is extremely harsh, with an average annual temperature of-7℃ and a minimum temperature of-40℃, with severe cold and lack of oxygen. More than 300 builders from China Railway 20th Bureau, Xianyang, Shaanxi Province took part in this tough battle to get through the wind and volcano tunnel. In order to solve the problem of plateau hypoxia, they built the highest oxygen station in the world. During tunnel construction, diffuse oxygen supply is carried out in the tunnel to increase the oxygen content in the tunnel, which fundamentally solves the problem of hypoxia in plateau construction. At the same time, China Railway 20th Bureau also equipped each dormitory with oxygen inhalation equipment and provided anti-hypoxia drugs to ensure that every employee can get enough oxygen. Thanks to scientific measures, the Qinghai-Tibet Railway was built. Although the construction conditions here are the worst, the incidence of altitude sickness among workers is the lowest in the whole line. 200 1 10 18, the first shot was fired in Huo Feng Tunnel, which caused shocking spoil. The soil content of these abandoned soils is about 15% to 20%, and the geological structure of the tunnel is mainly soil-bearing ice layer, saturated frozen soil, primitive glacier, fissure ice, sandstone, mudstone and sediment interbedded. Fenghuoshan Tunnel is listed as the first key project of Qinghai-Tibet Railway, and is known as "Tian Zi No.1 Project". In order to ensure the construction quality, China Railway 20th Bureau invested more than 52 million yuan to purchase domestic first-class tunnel construction equipment, realized rail transportation in the tunnel, built a high-pressure steam boiler, heating station and heat preservation and cooling system in the tunnel, and solved a series of problems such as temperature control in concrete construction in the tunnel. On June 65438+1October 65438+September, 2002, Huo Feng Tunnel, the highest plateau frozen soil tunnel in the world, passed through.
The world's longest plateau frozen soil tunnel-Kunlun Mountain Tunnel
The total length of Kunlun Mountain Tunnel is 1.686 meters, with an altitude of 4648 meters. It snows at the entrance of the cave in June, and it is cold and oxygen-deficient all year round. The oxygen content is only half that of the inland plain, and the lowest temperature reaches MINUS 30℃. Kunlunshan tunnel
The builders of the Qinghai-Tibet Railway who fought here braved the harsh natural environment of the Qinghai-Tibet Plateau to build the longest plateau frozen soil tunnel in the world. Tunnel construction in frozen soil area is much more difficult than that in plain area. Every summer, the temperature in the tunnel will rise, sometimes reaching about 7℃. At this temperature, frozen soil is easy to melt, and ice slag sometimes falls in the tunnel, which brings great difficulties to the construction. In order to prevent and reduce the influence of frozen soil diseases on tunnel stability, the construction of Kunlun Mountain Tunnel is twice that of plain area. Tunnel construction in plain area only needs to add a layer of concrete after bolting and shotcreting support, while tunnel construction in frozen soil area needs to set up two layers of waterproof layer and an insulation board to play a waterproof and thermal insulation role, and finally line with a layer of concrete. This is equivalent to putting waterproof and warm clothes on the tunnel, which effectively solves the construction problem of frozen soil tunnel. In order to ensure the physical and mental health of construction workers, China Railway No.5 Bureau and No.4 Company has stipulated a four-hour shift operation system, which provides sufficient oxygen for the workers in the tunnel every day and regularly checks the air quality in the tunnel. At the entrance of Kunlun Mountain Tunnel, a yellow ventilation pipe runs through the tunnel like a ribbon, which continuously sends fresh air into the tunnel from outside the tunnel, ensuring the oxygen content in the tunnel construction. They also set up an emergency center at the tunnel entrance, a hyperbaric oxygen chamber at the construction site, and oxygen cylinders in the staff quarters. At the same time, employees are given a physical examination every quarter, and those who feel unwell are immediately sent to Golmud for treatment. Kunlun Mountain Tunnel was completed on September 25th, 2002. How much blood, sweat and wisdom of the working people have condensed!
Tanggula Station, the highest railway station in the world.
Tanggula railway station
Tanggula Station is located in the permafrost region of Tanggula Pass at an altitude of 5,068 meters, covering an area of about 77,000 square meters and designed as a three-lane highway. Tanggula station mainly meets the needs of train meetings. The station was built by the Sixth Project Department of China Railway 18th Bureau. According to the geographical location and geological characteristics of the station, flaky ventilation subgrade is adopted in the engineering design. This design can keep the frozen soil temperature relatively stable, thus reducing the disturbance to the frozen soil and achieving the purpose of effectively protecting the frozen soil. Tanggula Station was completed in August, 2004, becoming a major scenic spot on the Li Qian-Qinghai-Tibet line.
The largest plateau railway in Asia