Information on railway construction achievements in Zhan Tianyou or the motherland

Zhan Tianyou, whose real name is as soon as possible, is from Wuyuan, Jiangxi. 186 1 year (the 11th year of Qing Xianfeng) was born in an ordinary family of tea merchants. When I was a child, Zhan Tianyou was very interested in machines, and often made various machine models with the children in the neighborhood. Sometimes, he will secretly take apart the bells at home, fiddle with the components inside and ask questions that even adults can't answer. From 65438 to 0872, Zhan Tianyou, who was only 12 years old, went to Hongkong to sign up for the preparatory class for young children going abroad organized by the Qing government. After passing the exam, my father drew a note on a certificate of going abroad, which said, "If there is illness, life and death, everyone will live in peace." After that, he left his parents and came to the United States to study with the ideal of learning western "skills".

In the United States, students in preparatory classes abroad witnessed the great achievements of science and technology in North America and Western Europe and marveled at the rapid development of machinery, trains, ships and telecommunications manufacturing. Some students are pessimistic about the future of China, but Zhan Tianyou firmly said, "In the future, there will be trains and ships in China." With the belief of studying hard for the prosperity of the motherland, he studied hard and graduated from New Haven with 1867. In May of the same year, he was admitted to the Department of Civil Engineering of Yale University, majoring in railway engineering. After four years in college, Zhan Tianyou studied hard, ranking first in the graduation examination with excellent results. 188 1 year, of the 120 overseas students who returned from China, only two got their degrees, and Zhan Tianyou was one of them.

After returning to China, Zhan Tianyou enthusiastically prepared to contribute his knowledge to the railway industry of the motherland. However, the officials of the Westernization School of the Qing government were superstitious about foreign countries, and blindly relied on foreigners when building railways, regardless of Zhan Tianyou's professional expertise, and sent him to Fujian Naval Academy to learn to drive seagoing ships. 1882 1 1 was sent to the flagship "Wu Yang" as a driving officer to direct the drill. 1883, the Sino-French war broke out. In the second year, the long-planned French fleet entered the Minjiang River in succession, ready to go. However, He Zhangru, the shipping minister of the surrendering faction in charge of Fujian Navy, turned a deaf ear and even ordered: "Don't fire first, and offenders will be beheaded even if they win!" At this time, Zhan Tianyou privately said to Mr. Zhang, the captain of the Wu Yang, "There are many French warships with ulterior motives. Although we have received an order not to fire first, we must never take preventive measures in advance. " Because of Zhan Tianyou's warning, Wu Yang is very alert and ready to fight. When the French fleet launched a surprise attack, Zhan Tianyou braved heavy artillery fire and calmly and tactfully commanded the "Wu Yang" to move forward from left to right; Avoiding enemy fire, seizing fighter planes, and bombarding the French command ship "Walter" with its tail almost killed the commander of the French naval expedition. For this naval battle, Zilin Xibao, founded by British businessmen in Shanghai, also had to be surprised and praised in different places: "Westerners didn't expect China people to fight so bravely. Of the five students aboard the Wu Yang, Zhan Tianyou is the bravest. He is fearless in the face of the enemy. At the critical moment of life and death, he is as calm as ever. He has the courage to save many people in the water ... "

From the post-war to 1888, Zhan Tianyou went through many twists and turns and was transferred to China Railway Corporation as an engineer, which was the beginning of his participation in the railway industry in China.

Shortly after taking office, Zhan Tianyou was put to the test. At that time, the Tianjin-Hebei railway from Tianjin to Shanhaiguan was built to the Luanhe River, and a railway bridge across the Luanhe River was to be built. The Luanhe River bed has deep sediments, and it encounters rising water and rapids. The railway bridge was designed by a world-class British engineer, but it failed. Later, Japanese engineers were hired as contractors, which was no good. Finally, the German engineer came out and was quickly defeated. Zhan Tianyou asked China people to do it themselves, but the Englishman in charge of the project had no choice but to agree to Zhan Tianyou's attempt.

Zhan Tianyou is a conscientious and down-to-earth person. After analyzing and summarizing the reasons for the failure of three foreign engineers, he put on work clothes and conducted a field survey with the workers, and made a close-up survey (P 1 16). At night, with the help of dim oil lamps, the geological structure of Luanhe River bed was carefully studied, analyzed and repeatedly compared, and finally the position of the pier was determined, and a new method-"pneumatic caisson method" was boldly decided to be adopted for the construction of the pier. Zhan Tianyou really succeeded, and the Luanhe River Bridge was built. This incident shocked the world: one China engineer actually solved a big problem that three foreign engineers could not complete.

After Zhan Tianyou won the first battle, he immediately encountered a more severe test. 1905, the Qing government decided to build the first railway in China-Jing-Zhang Railway. Both Britain and China wanted to intervene, but their attempts failed because of the strong opposition of the Russian people. The British and Russian envoys said in a threatening tone: "If the Beijing-Zhangjiakou Railway was built by Russian engineers themselves, it has nothing to do with Britain and Russia." They think that, in this way, it is impossible to build a railway in China. At this critical moment, Zhan Tianyou accepted this arduous task without hesitation and was solely responsible for the construction of the Beijing-Zhangjiakou Railway. News came that some imperialists and British newspapers sarcastically said, "The engineer who can build this railway in China has not been born in the womb! China people want to build railways without foreigners, even if it is not a dream, it will take at least 50 years. " They even attacked Zhan Tianyou, the general manager and chief engineer, for being "arrogant" and "overreaching". Under pressure, Zhan Tianyou insisted on not appointing foreign engineers, and said: "China is vast and rich in resources, and I feel ashamed to rely on outsiders all the way to work!" "China has awakened, and China people will use their own engineers and their own money to build railways."

1In August, 905, the Beijing-Zhangjiakou Railway was officially started, and intense exploration and route selection began. Zhan Tianyou ran around the rugged mountain day and night with the measuring team and instruments on his back. One evening, the fierce northwest wind roared in Badaling area, whizzing past with dust, which made people unable to open their eyes. The survey team finished the work in a hurry, filled in the survey figures and climbed down from the rock wall. Zhan Tianyou took the notebook, looked at the figures and asked doubtfully, "Is the data accurate?" ? "Almost," replied the surveyor. Zhan Tianyou said seriously: "The first requirement of technology is accuracy, and there can be no ambiguity or rashness. Statements like' probably' and' almost' should not come from engineers. " Then, he picked up the instrument, braved the wind and sand, and labored to climb to the rock wall again, carefully retest and corrected a mistake. When he came down, his lips were purple with cold.

Soon, exploration and construction entered the most difficult stage. At Badaling and Qinglong Bridge, there are overlapping mountains and steep walls hanging rocks, and four tunnels will be opened, the longest of which is more than 1000 meters. After accurate calculation, Zhan Tianyou decided to adopt the method of sectional construction: simultaneously drilling from the north and south ends of the mountain, opening a large well in the middle of the mountain, and then drilling from the north and south ends in the well. This not only ensures the construction quality, but also speeds up the project progress. When digging a hole, I dug a lot of stones by hand and picked out the spewing spring water one by one. Zhan Tianyou, as the chief engineer, has no shelf. He digs stones and carries water with the workers, and his face is covered with mud and sweat. He also encouraged everyone to say, "The Beijing-Zhangjiakou Railway is the first railway that we built with our own people and our own money. The eyes of the whole world are watching us, and we must succeed! " "No matter success or failure, it is definitely not our own success or failure, but the success or failure of our country!"

In order to overcome the difficulty of driving on steep slopes and ensure the train to climb up Badaling safely, Zhan Tianyou creatively used the principle of "turn-back line" to design a herringbone line on the steep Qinglong Bridge section in mountainous areas, which reduced the tunnel excavation and slope. When the train arrives here, it will cooperate with two high-powered locomotives to push and pull to ensure the safety of the train uphill.

Zhan Tianyou once put forward three requirements for the whole project: "less money, good quality and quick completion". After several struggles by workers, the Beijing-Zhangjiakou Railway was finally opened to traffic in September 1909. It was originally planned to be completed in six years, but it was completed four years ahead of schedule, and the project cost was only one-fifth of that estimated by foreigners. Some European and American engineers paid tribute to Zhan Tianyou after visiting by bus. But Zhan Tianyou said modestly: "This is the strength of more than 10,000 employees of Beijing-Zhangjiakou Railway, not my personal credit. Glory should belong to everyone. "

After the completion of Beijing-Zhangjiakou Railway, Zhan Tianyou succeeded as the supervisor and chief engineer of Guangdong-Han Railway. At this time, the United States decided to grant him a doctorate in engineering and asked him to go to the United States to attend the conferring ceremony in person. He gave up this honor in order to devote himself to the railway construction of the motherland.

After the Revolution of 1911, in order to revitalize the railway industry, Zhan Tianyou and his colleagues established the China Engineering Society, and was promoted to president. During this period, he devoted a lot of efforts to the training of young engineers and technicians. In addition to setting an example, he also encouraged young people to "study hard for invention" and asked them not to "favor one over the other, and not to fish for fame". Take others with sincerity, not yourself as a mirror. "

Zhan Tianyou has been engaged in the railway industry for more than 30 years. At that time, almost every railway in China had different degrees of relationship. Old age breaks down from overwork 19 19. Comrade Zhou Enlai once spoke highly of Zhan Tianyou's achievements, calling him "the glory of the people of China".

New Achievements of Railway Construction in China

Brilliance Spans the Roof of the World —— Written at the Opening of Qinghai-Tibet Railway

June 5438+1October 65438+February, 2005, destined to leave an indelible mark in the world railway history: the Qinghai-Tibet Railway, the plateau frozen soil railway with the highest altitude and the longest route in the world, was paved. 10 On June 5438+05, the first batch of aid materials arrived in Lhasa by Qinghai-Tibet Railway. This marks the official end of the history that Tibet has no access to railways, and also marks that all provinces and cities in China have access to railways.

Break through the frozen soil problem, overcome plateau hypoxia and protect fragile ecology.

Solve the problems of railway construction one by one

It is the dream of several generations of China people to build a railway into Tibet. Since the founding of New China, the CPC Central Committee and the State Council have been concerned about the construction of the railway into Tibet. From 65438 to 0984, the Xining-Golmud section of the Qinghai-Tibet Railway was officially put into operation. On June 29th, 20001,the Golmud-Lhasa section of the Qinghai-Tibet Railway 1 142km was officially started.

Landslide, earthquake, sandstorm, lightning, strong sunshine, debris flow. In addition to these frequent natural disasters, the Qinghai-Tibet railway project is also facing three major world railway construction problems: "frozen soil, cold and lack of oxygen, and fragile ecology". Over the past four years, 65,438+10,000 road-building troops have carried forward the Qinghai-Tibet Railway spirit of "challenging the limit and bravely creating first-class", and created one miracle after another in the snowy plateau.

The Qinghai-Tibet Railway has to cross a 550-kilometer continuous permafrost region, and there are also some island permafrost, deep-season permafrost, swamp wetland and slope wetland, which is the biggest difficulty in engineering construction. More than 200 scientific research and engineering technicians have jointly tackled key problems, and have successively overcome many world-wide problems such as tunnel, bridge and subgrade construction application technology in permafrost. Many frozen soil engineering measures have been pioneered at home and abroad, making the Qinghai-Tibet Railway a "World Museum of Frozen Soil Engineering".

The ice thickness of the wind volcano exceeds150m. Before the construction of the Qinghai-Tibet Railway, some western media predicted that the Qinghai-Tibet Railway could not pass the wind and volcano at all. China Railway 20th Bureau, who is in charge of the construction, has cooperated with many scientific research units to solve a number of worldwide problems in plateau frozen soil construction. From June 5, 2002 to 10, the Fenghuoshan tunnel was successfully connected.

The Qinghai-Tibet Railway is over 3000 meters above sea level, of which the section over 4000 meters is 960 kilometers, with the highest point of 5072 meters. The annual average temperature is below 0 degrees Celsius, the extreme minimum temperature is MINUS 45 degrees Celsius, and the oxygen content in the air is only half that of the mainland. Builders may have life-threatening altitude sickness such as pulmonary edema and brain edema at any time.

In order to ensure the health of builders, the Qinghai-Tibet Railway Construction Headquarters insists on health protection first. In the past, the common rhetoric of "one is not afraid of hardship, and the other is not afraid of death" has been replaced by "people-oriented, health protection". Three-level medical institutions have been established along the line, and employees who are sick can be sent to the site hospital for treatment within half an hour. There are 17 large oxygen stations along the Qinghai-Tibet Railway, and workers are required to take oxygen for at least 2 hours every day on average. No one died of altitude sickness in the more than four years since the construction started.

There are many kinds of rare animals in Qinghai-Tibet Plateau, with a large population and fragile ecological environment. The total investment of the Golmud-Lhasa section of the Qinghai-Tibet Railway is 33.09 billion yuan, of which environmental protection investment exceeds 654.38+0.2 billion yuan. The headquarters also implemented the environmental supervision system for the first time in a large-scale project in China, and entrusted a third party to carry out the whole environmental monitoring of the Qinghai-Tibet Railway. The Qinghai-Tibet Railway has become a model of environmental protection for key projects in China: for the first time, a letter of responsibility for environmental protection was signed with the provinces and regions where the railway passed; The first time is a wild migration channel; Successfully planted transplanted turf at high altitude for the first time. ...

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

The opportunity of plateau development comes once in a blue moon.

People who have just arrived in Tibet will feel the same way: the price is high. According to a survey conducted by relevant departments in Tibet, the actual purchasing power of one ton of coal 700 yuan and one ton of cement 800 yuan in Lhasa is equivalent to that of 54 yuan in coastal areas. The main reason is that Tibet's own production capacity is relatively low, and the road-based transportation mode increases the transportation cost of materials entering and leaving Tibet and the economic expenditure of personnel entering and leaving Tibet.

Inconvenient transportation has increasingly become the bottleneck of Tibet's reform, opening up and economic development. The development of plateau characteristic industries such as tourism, mining, Tibetan medicine, processing of agricultural and livestock products, and national handicrafts are all restricted by traffic.

Since the operation of Xining-Golmud section of Qinghai-Tibet Railway, it has become the main road to develop Qaidam Basin in Qinghai and promote the economic development of Qinghai and Tibet provinces. Golmud, a new Gobi city, has developed from the Gobi desert to a modern city.

The Qinghai-Tibet Railway, which runs through Qinghai and Tibet provinces, is a strategic channel connecting Qinghai and the mainland, and an important part of the road network skeleton in the hinterland of the west. The completion of the Qinghai-Tibet Railway will provide a broad space for the economic development of the two provinces, fundamentally improve the transportation facilities in Tibet, make Tibet form a three-dimensional transportation by railway, highway and air, completely solve the problem of difficult entry and exit of materials and personnel, speed up the rational adjustment of industrial structure, and gradually form its own economic hematopoietic function.

Connect the plateau landscape in series, show charming charm and attract the attention of the world.

The golden tourist route came out.

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

Tibet has regarded tourism as the first characteristic economy, but the traffic jam has restricted the development of tourism. After the completion of the Qinghai-Tibet Railway, it will not only provide passengers with lower fares, but also connect Xining, Golmud and Lhasa into a whole, forming a tourist circle around Golmud and Lhasa.

After completion, the Qinghai-Tibet Railway will be open to traffic all day, and an infrared monitoring system will be used. The train speed can reach 120km/h in general sections and 100km/h in frozen soil sections. This means that the journey from Golmud to Lhasa will not exceed 12 hours.

According to reports, the Qinghai-Tibet Railway trains are divided into ordinary passenger cars and sightseeing trains. The former mainly transports passengers, while the latter has tourism function. Every resort can stop for sightseeing. It is estimated that the annual passenger capacity of sightseeing trains is 900,000 passengers. At that time, tourists will sit in the car with oxygen supply function, enjoy food, ethnic customs performances and other services, and browse the beautiful scenery outside the window. This will undoubtedly increase the number of tourists in Tibet and promote the vigorous development of tourism in Tibet.

Facing the new situation, Tibet has put forward a leap-forward development strategy. The completion of the Qinghai-Tibet Railway will undoubtedly make Tibet take the express train of the times and sail for a better tomorrow.