Information about repairing Lhasa railway

Building the Qinghai-Tibet Railway is a strategic decision made by the CPC Central Committee and the State Council at the beginning of the new century. It is a landmark project for the development of the western region, which is of great significance for accelerating the economic and social development of Qinghai-Tibet province, enhancing national unity and benefiting people of all ethnic groups. The railway was opened to traffic at 9: 00 on July 1 2006.

The Qinghai-Tibet Railway runs from Xining City, Qinghai Province to Lhasa City, Xizang Autonomous Region, with a total length of 1956 km. Among them, 8 14km, 1979 and 1984 from Xining to Golmud were paved and put into operation. The Golmud-Lhasa section of Qinghai Province runs south along the Qinghai-Tibet Railway to Lhasa, the capital of Xizang Autonomous Region, with a total length of 1 142 km, of which the existing line from Golmud to Nanshankou is newly built110km and rebuilt for 32 km. The construction of Qinghai-Tibet railway is facing severe challenges of frozen soil, cold and lack of oxygen and ecological fragility. This project is arduous, demanding and difficult.

The Qinghai-Tibet Railway started construction on June 29th, 20001,with an investment of1.80 billion yuan in that year. The transformation of the existing line from Golmud to Nanshankou was completed, and the first battle was successful. 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 put into trial operation on July 1 day, 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 is the highest railway in the world at present. The average annual temperature along the railway is below zero degrees Celsius, and the oxygen content in the air is only half that of the plain area. The railway crosses 960 kilometers above 4000 meters above sea level, with the highest point crossing Tanggula Mountain at 5072 meters above sea level.

The opening of the Qinghai-Tibet Railway will further accelerate the economic development of Tibet and Qinghai provinces, and the history of "it is easy to go abroad but difficult to enter Tibet" will never return. Railway transportation will greatly reduce the cost of passenger and cargo transportation in and out of Tibet and improve safety.

[Edit this paragraph] The opening of "Tianlu" makes the "roof of the world" not far away.

Qinghai-Tibet Railway is the highest plateau railway in the world, which was put into trial operation on July 1 day, 2006.

After the opening of the Qinghai-Tibet Railway, 75% of the materials entering and leaving Tibet will be borne by the railway, which has changed 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".

The 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 this paragraph] The "Best" 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.

[Edit this paragraph] The altitude is the highest in the world, and the mileage in frozen soil and high altitude areas is the longest.

The Qinghai-Tibet Railway starts in Xining City, Qinghai Province and ends in Lhasa City, the capital of Xizang Autonomous Region, with a total length of 1.956 km and an altitude of 960 km.

The Golmud-Lhasa section of the second phase of the Qinghai-Tibet Railway, with a total length of118km, is a landmark project for the development of western China. Golmud section starts from Golmud, a new industrial city in Qaidam basin in western Qinghai Province. The route map of the Qinghai-Tibet Railway passes through Nachitai, Kunlun Mountain, Wudaoliang, Tuotuo River and Yanshiping, passes through Tanggula, and then passes through Amdo, Naqu, Dangxiong and Yangbajing in the northern plateau of Tibet, all the way south 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. It is planned to be paved in 2006 and the whole line will be completed and opened to traffic on July 1 2007.

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!

[Edit this paragraph] Wind-volcano tunnel, the highest plateau frozen soil 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 frozen soil tunnel in the world and the longest tunnel crossing the frozen soil area, and is known as "the tallest 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 windy and volcanic areas is extremely harsh, with an average annual temperature of minus 7 degrees Celsius and a minimum temperature of around minus 40 degrees Celsius, 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.

[Edit this paragraph] Kunlun Mountain Tunnel, the longest plateau frozen soil tunnel in the world.

It snows in June at the entrance of Kunlun Mountain Tunnel at an altitude of 4,648 meters. It is cold and oxygen-deficient all the year round, the oxygen content is only half that of the inland plain, and the lowest temperature reaches MINUS 30 degrees Celsius. 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 degrees Celsius. 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!

[Edit this paragraph] 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.

[Edit this paragraph] Asia's largest plateau railway bridge base.

Nanshankou Pujia Base travels about 30 kilometers south from Golmud City, the starting point of Golmud section of Qinghai-Tibet Railway, and reaches Nanshankou Pujia Base of Qinghai-Tibet Railway, which is the largest and highest-ranking plateau in the history of railway construction in China.

The bridge-laying and bridge-erection base at Nanshankou of Qinghai-Tibet Railway ranks first in the history of railway construction in China with its large scale and high technical content. At the beginning of the construction of the Qinghai-Tibet Railway, there was still yellow sand flying, inaccessible and desolate. Since the clarion call for the construction of the Qinghai-Tibet Railway sounded on June 29th, 20001year, more than 500 employees of China Railway No.1 Bureau have fought against anoxia, sandstorm and camping in this barren land, and launched a tough battle between man and nature, railway construction technology and management level, overcoming many difficulties and raising the banner of "leading" for the construction of the Qinghai-Tibet Railway.

In March 2002, the installation and debugging of mechanical equipment began in Pujia base, and the trial production of nailing production line began in April 2002. Guo Xiuchun said that the Nanshankou Bridge Base undertakes the task of laying tracks and bridging the Nanshankou-Amdo section of the Qinghai-Tibet Railway. The Qinghai-Tibet Railway passes through the "roof of the world", which is characterized by cold, lack of oxygen and low pressure, as well as unfavorable factors such as large slope, large temperature difference, sandstorm and lightning, which bring great difficulties to construction and transportation. At present, the power of domestic track-laying machines, bridge-erecting machines and diesel locomotives on the Qinghai-Tibet Plateau with an average elevation of 4,000 meters is reduced by nearly half, and the general maximum slope adaptability is 12 ‰. Moreover, due to lack of oxygen, insufficient fuel combustion produces a large amount of waste gas, causing environmental pollution. However, the maximum design gradient of the Qinghai-Tibet Railway is 20 ‰, and the harsh climatic conditions and special geographical environment have become the "obstacles" for railway track laying. To this end, China Railway No.1 Bureau mobilized experts with rich experience in track-laying and bridge-building, reformed domestic track-laying and bridge-building machinery and diesel locomotives, and put forward a series of specific solutions and measures, such as developing oxygen-supplementing and pressurizing equipment, reforming machinery and rolling stock equipment, and preventing severe cold, sandstorm and lightning. After the transformation, the track-laying bridge-erecting machine and diesel locomotive work on the slope of 22/ 1000, with good dynamic performance, normal equipment operation and little environmental pollution. This scientific research achievement fills the gap of domestic plateau bridge technology and provides equipment support for Qinghai-Tibet railway bridge.

Since the laying of the Qinghai-Tibet Railway, China Railway No.1 Bureau has been pushing the Steel Avenue to Lhasa at an average speed of 3,000 meters per day and 3.5 holes per day. They set a record of 6,575 meters of track laying and 6.5 holes of bridge construction every day, which is basically equivalent to the speed of track laying and bridge construction in plain areas, and ensured safety and quality.