China HSR News And Information: Original Translation
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More high-speed services to be added in 2016
By CHENG YINGQI (China Daily)
Updated: 2016-01-11 07:24
China will increase the number of passenger train services by 571 this year, including 563 high-speed services, according to the latest adjustment to the national railways plan.
According to the data released by China Railway Corp on Sunday, 6,284 passenger train services now run every day nationwide, with more than 60 percent of them high-speed.
The latest adjustment will further increase the capacity of high-speed links between Beijing and Shenyang in Liaoning province, Beijing and Hangzhou in Zhejiang province, and Guiyang in Guizhou province and Shenzhen, among others, chinanews.comreported.
Capacity pressure on regular services will also be relieved by additional express trains, the report added, such as between Shanghai and Shaoguan in Guangdong province, Shenzhen and Luoyang in Henan province, Lanzhou in Gansu province and Hefei in Anhui province.
According to China Railway Corp, the country was forecast to have 18,000 kilometers of high-speed railway in operation by the end of 2015, linking all the cities with populations larger than 500,000.
From January to August, 1.72 billion journeys were made on the rail network.
"In 2014, the Beijing-Shanghai high-speed railway transported more than 100 million people, with more than 250 trains running every day," Cai Qinghua, former chairman of Beijing-Shanghai High-Speed Railway Corp, was earlier quoted as saying by Shanghai-based The Paper.
"Even that capacity cannot meet demand in peak periods. If demand keeps growing at speed, we may need a second Beijing-Shanghai high-speed railway someday," he said.
However, He Huawu, chief engineer for China Railway Corp, dismissed concerns about capacity.
"There is still enough space to improve," he said. "In the near future, the passenger flow will be split by new railway lines; for example, the Beijing-Kowloon line will ease some of the pressure on the Beijing-Guangzhou and Beijing-Shanghai high-speed railways."
In addition, the Beijing-Shanghai line was designed for speeds of up to 350 kilometers an hour, but now the operating speed is only 250 to 300 km/h.
"We have to calculate the economic feasibility if we increase the speed," he said. "We're collecting data to calculate the additional costs ... and we'll try to figure out an optimal speed that is both economic and meets the increasing demand."
http://www.chinadaily.com.cn/china/2...t_23016855.htm
By CHENG YINGQI (China Daily)
Updated: 2016-01-11 07:24
China will increase the number of passenger train services by 571 this year, including 563 high-speed services, according to the latest adjustment to the national railways plan.
According to the data released by China Railway Corp on Sunday, 6,284 passenger train services now run every day nationwide, with more than 60 percent of them high-speed.
The latest adjustment will further increase the capacity of high-speed links between Beijing and Shenyang in Liaoning province, Beijing and Hangzhou in Zhejiang province, and Guiyang in Guizhou province and Shenzhen, among others, chinanews.comreported.
Capacity pressure on regular services will also be relieved by additional express trains, the report added, such as between Shanghai and Shaoguan in Guangdong province, Shenzhen and Luoyang in Henan province, Lanzhou in Gansu province and Hefei in Anhui province.
According to China Railway Corp, the country was forecast to have 18,000 kilometers of high-speed railway in operation by the end of 2015, linking all the cities with populations larger than 500,000.
From January to August, 1.72 billion journeys were made on the rail network.
"In 2014, the Beijing-Shanghai high-speed railway transported more than 100 million people, with more than 250 trains running every day," Cai Qinghua, former chairman of Beijing-Shanghai High-Speed Railway Corp, was earlier quoted as saying by Shanghai-based The Paper.
"Even that capacity cannot meet demand in peak periods. If demand keeps growing at speed, we may need a second Beijing-Shanghai high-speed railway someday," he said.
However, He Huawu, chief engineer for China Railway Corp, dismissed concerns about capacity.
"There is still enough space to improve," he said. "In the near future, the passenger flow will be split by new railway lines; for example, the Beijing-Kowloon line will ease some of the pressure on the Beijing-Guangzhou and Beijing-Shanghai high-speed railways."
In addition, the Beijing-Shanghai line was designed for speeds of up to 350 kilometers an hour, but now the operating speed is only 250 to 300 km/h.
"We have to calculate the economic feasibility if we increase the speed," he said. "We're collecting data to calculate the additional costs ... and we'll try to figure out an optimal speed that is both economic and meets the increasing demand."
http://www.chinadaily.com.cn/china/2...t_23016855.htm
AndrewJin
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Construction of the 1629km Sichuan-Tibet（Chengdu-Lhasa）railway fast-tracked in the 13th 5-year period 2016-2020
LiuGong’s Equipment Demonstrates its Tough Performance in a Tough World
26 January 2016
From the “Roof of the World” in Tibet to the snow-covered Antarctic, LiuGong machines have left their mark irrespective of the weather conditions. Not only have they helped to advance construction in the plateau area, but they have also contributed greatly to the progress of scientific research in the South Pole.
At an Elevation of 3,000 Metres, the LiuGong Side-dump Loader 50CN “Stands Out for its Efficiency”
The railway stretching from Lhasa to Nyingchi along the Yarlung Tsangpo River is 435km in length. Over 90% of it lies at an elevation of more than 3,000 metres above sea level. With tough natural conditions such as thin air, high altitudes and a complicated geological landscape, these regions pose many challenges to the construction of tunnels and bridges, resulting in a sparse infrastructure network. Benzhongshan Tunnel is one of the 47 tunnels currently under the charge of EPC, contractor of China Railway 17th Bureau Group. Chengdu Haofeng Labor Service Co., Ltd. (Chengdu Haofeng for short) is undertaking the construction of one section of this tunnel.
Gao Yunjiang, General Manager of Chengdu Haofeng, owes the company’s winning bid to its construction capability and equipment. The LiuGong 50CN wheel loaders complete with side dump high capacity buckets have proven to be a dependable workhorse for the heavy earthworks and pick and carry applications. Gao said, “Since 2006, we have used LiuGong wheel loaders for tunnel construction. This time in Tibet is no exception. These machines play a significant role in these types of projects and have never let me down.”
“Unlike in other conditions, tunnel construction is subject to strict requirements on operational efficiency, stability, durability, and dust resistance. Actually, I started using LiuGong wheel loaders based on the advice of my fellow villagers.” Gao continued, “As far as I know, among my fellow villagers that have also engaged in tunnel construction, 90% of them are using LiuGong wheel loaders. My experiences confirm that LiuGong wheel loaders are indeed endurable, efficient, practical for heavy loads, and completely suited for tunnel construction under severe conditions.”
Gao’s rapid career development is a strong validation of his choice. With the support of his LiuGong equipment, Gao has managed to, within a short space of time, establish his own labour service company, which has since undertaken projects nationwide and built a solid foundation in the field of tunnel construction. Following the development of his business, Gao has purchased more LiuGong wheel loaders. “A few years ago, when we were constructing tunnels in Guizhou, we ordered 10 LiuGong wheel loaders at once. Up to now, I have bought at least 70 LiuGong wheel loaders in total.”
In 2015, Gao’s business reached Tibet after his company won the bid to construct the Benzhongshan tunnel. Even in this harsher environment, he still chose to use LiuGong equipment. Gao revealed that the Tibetan Plateau poses higher requirements on machines like wheel loaders due to the thin air, lack of oxygen, large day-night temperature difference, and wind-blown sand. As tunnel construction places special emphasis on the timely delivery of results, wheel loaders must be efficient, competent and equipped for continuous operation.
“Since April, these LiuGong 50CN side-dump wheel loaders have operated for almost 24 hours every day. They have never failed in close to 2,000 hours. Moreover, it is noteworthy that even in the difficult plateau regions, LiuGong wheel loaders are still able to maintain their high standards of efficiency, especially in the case of heavy loads.” Gao was full of praise: “As you know, this tunnel is quite remote and transport networks are not very extensive in Tibet. If our equipment should fail, maintenance will surely be a thorny problem and the whole schedule will be disrupted. LiuGong wheel loaders are our lucky stars. Without them, we will not be able to complete the job on time.”
On the Roof of the World, LiuGong’s Wheel Loaders Operate Perfectly
LiuGong started upgrading its machines in 2014 in response to the new Stage III emission standard for non-road mobile machinery. Building on existing Stage II models, LiuGong replaced outdated engines and engaged in the overall upgrading and rebuilding of its products, with the aim of laying a solid foundation for the future Stage III machines.
As soon as LiuGong’s new wheel loaders, which come equipped with Cummins Stage III engines, were completed, they were put to nationwide tests. These were meant to test their reliability in the plain areas, and the quality of the machines was proven after they endured over 11,000 hours’ worth of tests.
As a leading loader brand, LiuGong aims to manufacture the perfect products and technologies.
Recently, a team consisting of members from the LiuGong Loader Research Institute and Cummins’s technical departments, was established. They went to Qinghai, Tibet and other regions on the Roof of the World to conduct pre-release plateau tests for LiuGong loaders equipped with Stage III engines.
The purpose of plateau tests is to measure the technical parameters of engines and loaders in challenging conditions such as a lack of oxygen, low air pressure, cold climate, or tunnels, and to verify their working performance under these circumstances. This is a traditional aspect of LiuGong’s new product development. From their release of the world’s first plateau loader ZLG50G in 2000, LiuGong loaders have received widespread commendation for their high applicability and tough performance.
The test items included smoke intensity, driving fuel consumption, driving heat balance, operating fuel consumption, operating heat balance and the engine’s free acceleration performance, to name a few. After one month of tests, it was shown that the new wheel loaders equipped with Cummins QSL9.3 electrical Stage III engines registered perfect performance across all indicators in line with design requirements. Furthermore, their engine power loss was not more than 10% when above 4,500 metres.
At a temperature of -40°C, LiuGong’s “Three Musketeers” are Competent to Handle Heavy Responsibilities
Li Chuanhong still holds vivid memories of the CLG856, the first LiuGong wheel loader to be used in the Antarctic. He was a technical service specialist during LiuGong’s 29th Antarctic expedition. The wheel loader CLG856 and excavator CLG920D were Li’s companions for almost 500 days at Zhongshan Station. According to Li, he felt quite relieved after the arrival of these two machines, not only because he was familiar with the operation and maintenance of LiuGong equipment, but also because the existing machines were in need of urgent technical repairs. As a result, LiuGong equipment was used for infrastructure construction and material transportation upon their arrival.
In 2014, LiuGong’s TC250-4 crane truck appeared at Zhongshan Station. On November 7, 2015, a second crane, the TC250-4, set out for the Great Wall Station in Antarctica on the Xue Long. With the clustering of these four pieces of LiuGong equipment in the Antarctic, great developments in scientific research were made possible by virtue of their excellent performance and abilities. These machines were adapted to the extremely cold environment and, due to their high adaptability and manoeuvrability, could be used to complete any kind of task. Hence, LiuGong wheel loaders, excavators, and cranes have become the main forces for facilitating all kinds of projects and material transportation in the Antarctic.
The excellent performance of LiuGong machines was quickly recognised by the local research team. According to Li, the local environment at the time was proving very tough. Temperatures could drop to as low as -44.5°C, and wind speeds reached 37m/s, stronger than that of Class 12 winds. Sometimes, it seemed that even the buildings were shaking. Under such conditions, the LiuGong wheel loader worked for over 600 hours, performing tasks as diverse as generator room construction, road construction and snow removal.
“Most memorably, around October 2013, we planned to clear the snow around the station for the next unloading of the Xue Long. Thanks to our LiuGong equipment, the clearing was completed nearly 10 days in advance. Unfortunately, when the operation came to an end, it then snowed heavily. Since time was limited, we had to work more than 10 hours a day to remove the extra snow. Eventually, there was nowhere left to store all the cleared snow. Luckily, we finished the task on time.” Li added, “Even though we worked in such extreme conditions for more than 10 hours a day, our equipment still didn’t break down. Many team members had high praise for our equipment.”
http://www.hub-4.com/news/s1/9707/l...trates-its-tough-performance-in-a-tough-world
LiuGong’s Equipment Demonstrates its Tough Performance in a Tough World
26 January 2016
From the “Roof of the World” in Tibet to the snow-covered Antarctic, LiuGong machines have left their mark irrespective of the weather conditions. Not only have they helped to advance construction in the plateau area, but they have also contributed greatly to the progress of scientific research in the South Pole.
At an Elevation of 3,000 Metres, the LiuGong Side-dump Loader 50CN “Stands Out for its Efficiency”
The railway stretching from Lhasa to Nyingchi along the Yarlung Tsangpo River is 435km in length. Over 90% of it lies at an elevation of more than 3,000 metres above sea level. With tough natural conditions such as thin air, high altitudes and a complicated geological landscape, these regions pose many challenges to the construction of tunnels and bridges, resulting in a sparse infrastructure network. Benzhongshan Tunnel is one of the 47 tunnels currently under the charge of EPC, contractor of China Railway 17th Bureau Group. Chengdu Haofeng Labor Service Co., Ltd. (Chengdu Haofeng for short) is undertaking the construction of one section of this tunnel.
Gao Yunjiang, General Manager of Chengdu Haofeng, owes the company’s winning bid to its construction capability and equipment. The LiuGong 50CN wheel loaders complete with side dump high capacity buckets have proven to be a dependable workhorse for the heavy earthworks and pick and carry applications. Gao said, “Since 2006, we have used LiuGong wheel loaders for tunnel construction. This time in Tibet is no exception. These machines play a significant role in these types of projects and have never let me down.”
“Unlike in other conditions, tunnel construction is subject to strict requirements on operational efficiency, stability, durability, and dust resistance. Actually, I started using LiuGong wheel loaders based on the advice of my fellow villagers.” Gao continued, “As far as I know, among my fellow villagers that have also engaged in tunnel construction, 90% of them are using LiuGong wheel loaders. My experiences confirm that LiuGong wheel loaders are indeed endurable, efficient, practical for heavy loads, and completely suited for tunnel construction under severe conditions.”
Gao’s rapid career development is a strong validation of his choice. With the support of his LiuGong equipment, Gao has managed to, within a short space of time, establish his own labour service company, which has since undertaken projects nationwide and built a solid foundation in the field of tunnel construction. Following the development of his business, Gao has purchased more LiuGong wheel loaders. “A few years ago, when we were constructing tunnels in Guizhou, we ordered 10 LiuGong wheel loaders at once. Up to now, I have bought at least 70 LiuGong wheel loaders in total.”
In 2015, Gao’s business reached Tibet after his company won the bid to construct the Benzhongshan tunnel. Even in this harsher environment, he still chose to use LiuGong equipment. Gao revealed that the Tibetan Plateau poses higher requirements on machines like wheel loaders due to the thin air, lack of oxygen, large day-night temperature difference, and wind-blown sand. As tunnel construction places special emphasis on the timely delivery of results, wheel loaders must be efficient, competent and equipped for continuous operation.
“Since April, these LiuGong 50CN side-dump wheel loaders have operated for almost 24 hours every day. They have never failed in close to 2,000 hours. Moreover, it is noteworthy that even in the difficult plateau regions, LiuGong wheel loaders are still able to maintain their high standards of efficiency, especially in the case of heavy loads.” Gao was full of praise: “As you know, this tunnel is quite remote and transport networks are not very extensive in Tibet. If our equipment should fail, maintenance will surely be a thorny problem and the whole schedule will be disrupted. LiuGong wheel loaders are our lucky stars. Without them, we will not be able to complete the job on time.”
On the Roof of the World, LiuGong’s Wheel Loaders Operate Perfectly
LiuGong started upgrading its machines in 2014 in response to the new Stage III emission standard for non-road mobile machinery. Building on existing Stage II models, LiuGong replaced outdated engines and engaged in the overall upgrading and rebuilding of its products, with the aim of laying a solid foundation for the future Stage III machines.
As soon as LiuGong’s new wheel loaders, which come equipped with Cummins Stage III engines, were completed, they were put to nationwide tests. These were meant to test their reliability in the plain areas, and the quality of the machines was proven after they endured over 11,000 hours’ worth of tests.
As a leading loader brand, LiuGong aims to manufacture the perfect products and technologies.
Recently, a team consisting of members from the LiuGong Loader Research Institute and Cummins’s technical departments, was established. They went to Qinghai, Tibet and other regions on the Roof of the World to conduct pre-release plateau tests for LiuGong loaders equipped with Stage III engines.
The purpose of plateau tests is to measure the technical parameters of engines and loaders in challenging conditions such as a lack of oxygen, low air pressure, cold climate, or tunnels, and to verify their working performance under these circumstances. This is a traditional aspect of LiuGong’s new product development. From their release of the world’s first plateau loader ZLG50G in 2000, LiuGong loaders have received widespread commendation for their high applicability and tough performance.
The test items included smoke intensity, driving fuel consumption, driving heat balance, operating fuel consumption, operating heat balance and the engine’s free acceleration performance, to name a few. After one month of tests, it was shown that the new wheel loaders equipped with Cummins QSL9.3 electrical Stage III engines registered perfect performance across all indicators in line with design requirements. Furthermore, their engine power loss was not more than 10% when above 4,500 metres.
At a temperature of -40°C, LiuGong’s “Three Musketeers” are Competent to Handle Heavy Responsibilities
Li Chuanhong still holds vivid memories of the CLG856, the first LiuGong wheel loader to be used in the Antarctic. He was a technical service specialist during LiuGong’s 29th Antarctic expedition. The wheel loader CLG856 and excavator CLG920D were Li’s companions for almost 500 days at Zhongshan Station. According to Li, he felt quite relieved after the arrival of these two machines, not only because he was familiar with the operation and maintenance of LiuGong equipment, but also because the existing machines were in need of urgent technical repairs. As a result, LiuGong equipment was used for infrastructure construction and material transportation upon their arrival.
In 2014, LiuGong’s TC250-4 crane truck appeared at Zhongshan Station. On November 7, 2015, a second crane, the TC250-4, set out for the Great Wall Station in Antarctica on the Xue Long. With the clustering of these four pieces of LiuGong equipment in the Antarctic, great developments in scientific research were made possible by virtue of their excellent performance and abilities. These machines were adapted to the extremely cold environment and, due to their high adaptability and manoeuvrability, could be used to complete any kind of task. Hence, LiuGong wheel loaders, excavators, and cranes have become the main forces for facilitating all kinds of projects and material transportation in the Antarctic.
The excellent performance of LiuGong machines was quickly recognised by the local research team. According to Li, the local environment at the time was proving very tough. Temperatures could drop to as low as -44.5°C, and wind speeds reached 37m/s, stronger than that of Class 12 winds. Sometimes, it seemed that even the buildings were shaking. Under such conditions, the LiuGong wheel loader worked for over 600 hours, performing tasks as diverse as generator room construction, road construction and snow removal.
“Most memorably, around October 2013, we planned to clear the snow around the station for the next unloading of the Xue Long. Thanks to our LiuGong equipment, the clearing was completed nearly 10 days in advance. Unfortunately, when the operation came to an end, it then snowed heavily. Since time was limited, we had to work more than 10 hours a day to remove the extra snow. Eventually, there was nowhere left to store all the cleared snow. Luckily, we finished the task on time.” Li added, “Even though we worked in such extreme conditions for more than 10 hours a day, our equipment still didn’t break down. Many team members had high praise for our equipment.”
http://www.hub-4.com/news/s1/9707/l...trates-its-tough-performance-in-a-tough-world
AndrewJin
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Finally!Construction of the 1629km Sichuan-Tibet（Chengdu-Lhasa）railway fast-tracked in the 13th 5-year period 2016-2020
LiuGong’s Equipment Demonstrates its Tough Performance in a Tough World
26 January 2016
From the “Roof of the World” in Tibet to the snow-covered Antarctic, LiuGong machines have left their mark irrespective of the weather conditions. Not only have they helped to advance construction in the plateau area, but they have also contributed greatly to the progress of scientific research in the South Pole.
At an Elevation of 3,000 Metres, the LiuGong Side-dump Loader 50CN “Stands Out for its Efficiency”
The railway stretching from Lhasa to Nyingchi along the Yarlung Tsangpo River is 435km in length. Over 90% of it lies at an elevation of more than 3,000 metres above sea level. With tough natural conditions such as thin air, high altitudes and a complicated geological landscape, these regions pose many challenges to the construction of tunnels and bridges, resulting in a sparse infrastructure network. Benzhongshan Tunnel is one of the 47 tunnels currently under the charge of EPC, contractor of China Railway 17th Bureau Group. Chengdu Haofeng Labor Service Co., Ltd. (Chengdu Haofeng for short) is undertaking the construction of one section of this tunnel.
Gao Yunjiang, General Manager of Chengdu Haofeng, owes the company’s winning bid to its construction capability and equipment. The LiuGong 50CN wheel loaders complete with side dump high capacity buckets have proven to be a dependable workhorse for the heavy earthworks and pick and carry applications. Gao said, “Since 2006, we have used LiuGong wheel loaders for tunnel construction. This time in Tibet is no exception. These machines play a significant role in these types of projects and have never let me down.”
“Unlike in other conditions, tunnel construction is subject to strict requirements on operational efficiency, stability, durability, and dust resistance. Actually, I started using LiuGong wheel loaders based on the advice of my fellow villagers.” Gao continued, “As far as I know, among my fellow villagers that have also engaged in tunnel construction, 90% of them are using LiuGong wheel loaders. My experiences confirm that LiuGong wheel loaders are indeed endurable, efficient, practical for heavy loads, and completely suited for tunnel construction under severe conditions.”
Gao’s rapid career development is a strong validation of his choice. With the support of his LiuGong equipment, Gao has managed to, within a short space of time, establish his own labour service company, which has since undertaken projects nationwide and built a solid foundation in the field of tunnel construction. Following the development of his business, Gao has purchased more LiuGong wheel loaders. “A few years ago, when we were constructing tunnels in Guizhou, we ordered 10 LiuGong wheel loaders at once. Up to now, I have bought at least 70 LiuGong wheel loaders in total.”
In 2015, Gao’s business reached Tibet after his company won the bid to construct the Benzhongshan tunnel. Even in this harsher environment, he still chose to use LiuGong equipment. Gao revealed that the Tibetan Plateau poses higher requirements on machines like wheel loaders due to the thin air, lack of oxygen, large day-night temperature difference, and wind-blown sand. As tunnel construction places special emphasis on the timely delivery of results, wheel loaders must be efficient, competent and equipped for continuous operation.
“Since April, these LiuGong 50CN side-dump wheel loaders have operated for almost 24 hours every day. They have never failed in close to 2,000 hours. Moreover, it is noteworthy that even in the difficult plateau regions, LiuGong wheel loaders are still able to maintain their high standards of efficiency, especially in the case of heavy loads.” Gao was full of praise: “As you know, this tunnel is quite remote and transport networks are not very extensive in Tibet. If our equipment should fail, maintenance will surely be a thorny problem and the whole schedule will be disrupted. LiuGong wheel loaders are our lucky stars. Without them, we will not be able to complete the job on time.”
On the Roof of the World, LiuGong’s Wheel Loaders Operate Perfectly
LiuGong started upgrading its machines in 2014 in response to the new Stage III emission standard for non-road mobile machinery. Building on existing Stage II models, LiuGong replaced outdated engines and engaged in the overall upgrading and rebuilding of its products, with the aim of laying a solid foundation for the future Stage III machines.
As soon as LiuGong’s new wheel loaders, which come equipped with Cummins Stage III engines, were completed, they were put to nationwide tests. These were meant to test their reliability in the plain areas, and the quality of the machines was proven after they endured over 11,000 hours’ worth of tests.
As a leading loader brand, LiuGong aims to manufacture the perfect products and technologies.
Recently, a team consisting of members from the LiuGong Loader Research Institute and Cummins’s technical departments, was established. They went to Qinghai, Tibet and other regions on the Roof of the World to conduct pre-release plateau tests for LiuGong loaders equipped with Stage III engines.
The purpose of plateau tests is to measure the technical parameters of engines and loaders in challenging conditions such as a lack of oxygen, low air pressure, cold climate, or tunnels, and to verify their working performance under these circumstances. This is a traditional aspect of LiuGong’s new product development. From their release of the world’s first plateau loader ZLG50G in 2000, LiuGong loaders have received widespread commendation for their high applicability and tough performance.
The test items included smoke intensity, driving fuel consumption, driving heat balance, operating fuel consumption, operating heat balance and the engine’s free acceleration performance, to name a few. After one month of tests, it was shown that the new wheel loaders equipped with Cummins QSL9.3 electrical Stage III engines registered perfect performance across all indicators in line with design requirements. Furthermore, their engine power loss was not more than 10% when above 4,500 metres.
At a temperature of -40°C, LiuGong’s “Three Musketeers” are Competent to Handle Heavy Responsibilities
Li Chuanhong still holds vivid memories of the CLG856, the first LiuGong wheel loader to be used in the Antarctic. He was a technical service specialist during LiuGong’s 29th Antarctic expedition. The wheel loader CLG856 and excavator CLG920D were Li’s companions for almost 500 days at Zhongshan Station. According to Li, he felt quite relieved after the arrival of these two machines, not only because he was familiar with the operation and maintenance of LiuGong equipment, but also because the existing machines were in need of urgent technical repairs. As a result, LiuGong equipment was used for infrastructure construction and material transportation upon their arrival.
In 2014, LiuGong’s TC250-4 crane truck appeared at Zhongshan Station. On November 7, 2015, a second crane, the TC250-4, set out for the Great Wall Station in Antarctica on the Xue Long. With the clustering of these four pieces of LiuGong equipment in the Antarctic, great developments in scientific research were made possible by virtue of their excellent performance and abilities. These machines were adapted to the extremely cold environment and, due to their high adaptability and manoeuvrability, could be used to complete any kind of task. Hence, LiuGong wheel loaders, excavators, and cranes have become the main forces for facilitating all kinds of projects and material transportation in the Antarctic.
The excellent performance of LiuGong machines was quickly recognised by the local research team. According to Li, the local environment at the time was proving very tough. Temperatures could drop to as low as -44.5°C, and wind speeds reached 37m/s, stronger than that of Class 12 winds. Sometimes, it seemed that even the buildings were shaking. Under such conditions, the LiuGong wheel loader worked for over 600 hours, performing tasks as diverse as generator room construction, road construction and snow removal.
“Most memorably, around October 2013, we planned to clear the snow around the station for the next unloading of the Xue Long. Thanks to our LiuGong equipment, the clearing was completed nearly 10 days in advance. Unfortunately, when the operation came to an end, it then snowed heavily. Since time was limited, we had to work more than 10 hours a day to remove the extra snow. Eventually, there was nowhere left to store all the cleared snow. Luckily, we finished the task on time.” Li added, “Even though we worked in such extreme conditions for more than 10 hours a day, our equipment still didn’t break down. Many team members had high praise for our equipment.”
http://www.hub-4.com/news/s1/9707/l...trates-its-tough-performance-in-a-tough-world
Chengdu-Lhasa railway will be the next railway wonder in western China.
ahojunk
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When you want to wash your car, you take it to a car wash. What about a high speed train?
------
Cleaning Workshop for High-speed Train
Ever wondered how they spruce up a high-speed bullet train after a long hard day's work?
Every evening when the trains finish their last run, they come back to the workshop, where cleaning crews are ready and waiting to give them a bit of TLC (Tender Loving Care) - the full "spa" treatment.
Powered by sophisticated computer programs, the cleaning workshop of Beijing's high-speed bullet train is just like a high tech drive through car wash!
"The happiest thing for me is to watch the spick-and-span train departing from the station every day," says a worker in Beijing's cleaning workshop.
A worker checking the washing equipment.
A worker at the controls of the cleaning facility.
------
Cleaning Workshop for High-speed Train
Ever wondered how they spruce up a high-speed bullet train after a long hard day's work?
Every evening when the trains finish their last run, they come back to the workshop, where cleaning crews are ready and waiting to give them a bit of TLC (Tender Loving Care) - the full "spa" treatment.
Powered by sophisticated computer programs, the cleaning workshop of Beijing's high-speed bullet train is just like a high tech drive through car wash!
"The happiest thing for me is to watch the spick-and-span train departing from the station every day," says a worker in Beijing's cleaning workshop.
A worker checking the washing equipment.
A worker at the controls of the cleaning facility.
TaiShang
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Sichuan-Tibet railway work picks up speed
China Daily, January 30, 2016
China will accelerate the construction of a 1,629-kilometer Sichuan-Tibet railway starting this year, heads of the two regions' governments confirmed.
1,629-km line perched on high mountains to be complete in early 2030s
"The government will start a preliminary survey and research of the Kangting-Lyingchi railway project this year, and accelerate the construction of Sichuan-Tibet railway in the 13th Five-Year Plan (2016-20) period," Losang Jamcan, chairman of the Tibet autonomous region government, said at the fourth session of the 10th People's Congress of Tibet in Lhasa on Wednesday.
Yin Li, acting governor of Sichuan, sent out similar message in the fourth session of the 12th People's Congress of Sichuan in Chengdu earlier.
The railway connecting Lhasa and Chengdu will be divided into three sections from west to east: Lhasa-Lyingchi, Lyingchi-Kangting, and Kangting-Chengdu.
Nearly 1,000 km of it will be in Tibet. Construction of the west and the east sections began last year. The whole project is expected to be completed in the early 2030s.
Perched at over 3,000 meters above sea level, and with more than 74 percent of its length running on bridges or in tunnels, the railway will meander through the mountains, the highest of which is over 7,000 meters.
It will cross the major rivers Minjiang, Jinshajiang and Yarlung Zangbo, said Lin Shijin, a senior civil engineer at China Railway Corp.
"The accumulated height it will climb reaches more than 14,000 meters, and it will cross many fault zones," he added. "It's like the largest rollercoaster in the world. With a designed service life of 100 years, it is believed to be one of the most difficult railway projects to build on Earth."
"It will cost at least 100 million yuan ($15.87 million) per kilometer, similar to the cost of high-speed railways on plains," said Zhao Jinxue, a rail construction risk appraiser with an insurance company in Chengdu.
The Sichuan-Tibet railway presents its builders multiple difficulties to overcome, such as avalanches, landslides, earthquakes, terrestrial heat, karst caves and underground streams, Lin said. "Yet, it is still a worthwhile project."
To travel from Chengdu to Lhasa currently takes 42 hours by train and three days by road. The rail line will shorten the travel time to less than 15 hours.
"I hope the railway can be finished as quickly as possible. Then, I'll take the train back home. It is more economical, safer and comfortable than airplanes," said Qiao Liang, a Chengdu businessman in Lhasa, who regularly commutes between the two places.
The southeast is the most populous region in Tibet, and the west of Sichuan is the least developed region of the province. The two regions are filled with breathtaking natural views and fascinating ethnic cultures.
"The railway will effectively boost tourism, and bring a new Shangri-La to the world and tangible revenue to local people," said He Ping, a tourism agency manager in Chengdu.
China Daily, January 30, 2016
China will accelerate the construction of a 1,629-kilometer Sichuan-Tibet railway starting this year, heads of the two regions' governments confirmed.
"The government will start a preliminary survey and research of the Kangting-Lyingchi railway project this year, and accelerate the construction of Sichuan-Tibet railway in the 13th Five-Year Plan (2016-20) period," Losang Jamcan, chairman of the Tibet autonomous region government, said at the fourth session of the 10th People's Congress of Tibet in Lhasa on Wednesday.
Yin Li, acting governor of Sichuan, sent out similar message in the fourth session of the 12th People's Congress of Sichuan in Chengdu earlier.
The railway connecting Lhasa and Chengdu will be divided into three sections from west to east: Lhasa-Lyingchi, Lyingchi-Kangting, and Kangting-Chengdu.
Nearly 1,000 km of it will be in Tibet. Construction of the west and the east sections began last year. The whole project is expected to be completed in the early 2030s.
Perched at over 3,000 meters above sea level, and with more than 74 percent of its length running on bridges or in tunnels, the railway will meander through the mountains, the highest of which is over 7,000 meters.
It will cross the major rivers Minjiang, Jinshajiang and Yarlung Zangbo, said Lin Shijin, a senior civil engineer at China Railway Corp.
"The accumulated height it will climb reaches more than 14,000 meters, and it will cross many fault zones," he added. "It's like the largest rollercoaster in the world. With a designed service life of 100 years, it is believed to be one of the most difficult railway projects to build on Earth."
"It will cost at least 100 million yuan ($15.87 million) per kilometer, similar to the cost of high-speed railways on plains," said Zhao Jinxue, a rail construction risk appraiser with an insurance company in Chengdu.
The Sichuan-Tibet railway presents its builders multiple difficulties to overcome, such as avalanches, landslides, earthquakes, terrestrial heat, karst caves and underground streams, Lin said. "Yet, it is still a worthwhile project."
To travel from Chengdu to Lhasa currently takes 42 hours by train and three days by road. The rail line will shorten the travel time to less than 15 hours.
"I hope the railway can be finished as quickly as possible. Then, I'll take the train back home. It is more economical, safer and comfortable than airplanes," said Qiao Liang, a Chengdu businessman in Lhasa, who regularly commutes between the two places.
The southeast is the most populous region in Tibet, and the west of Sichuan is the least developed region of the province. The two regions are filled with breathtaking natural views and fascinating ethnic cultures.
"The railway will effectively boost tourism, and bring a new Shangri-La to the world and tangible revenue to local people," said He Ping, a tourism agency manager in Chengdu.
cirr
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China's CRRC Said in Hyperloop Talks as Musk Vision Moves Closer
Bloomberg News
January 27, 2016 — 9:52 PM EST
The companies are discussing opportunities including collaboration and investment, the people said, asking not to be named because the details are private. The talks are in an an initial stage and no decisions have been made, the people said.
Musk, the billionaire founder of Tesla Motors Inc. and Space Exploration Technologies Corp., in 2013 outlined his vision for a transit system that could connect San Francisco and Los Angeles. Using low-pressure metal tubes with aluminum capsules, or pods, the concept would be able to support commuting speeds of more than 700 miles (1,100 kilometers) per hour.
CRRC, formed last year from the merger of two Chinese state-owned trainmakers, plans to double overseas sales in five years as it targets major orders.
Funding Round
Hyperloop Technologies was formed in 2014 by Silicon Valley venture capitalist Shervin Pishevar and Brogan BamBrogan, an early engineer at SpaceX. It hired former Cisco Systems Inc. co-president Rob Lloyd as chief executive officer in September.
Lloyd may travel to China to meet with CRRC within months, one of the people said.
“We are speaking with potential customers and partners around the world but do not comment on any specific customer meetings,” Lloyd said in an e-mailed statement.
A Beijing-based spokesman for CRRC said he had no knowledge of the matter.
Hyperloop has raised $36 million of financing and is completing a series B funding round of $70 million. Lloyd said. Original investors include Sherpa Ventures, Formation B Ventures and Zhen Fund.
The company has also secured land in North Las Vegas to test its propulsion system with completion expected by the end of the year.
While Musk isn’t affiliated with any companies developing the Hyperloop, SpaceX is hosting a competition this weekend to design and build the best transport pod.
“While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype,” SpaceX said on its website.
http://www.bloomberg.com/news/artic...n-hyperloop-talks-as-musk-vision-moves-closer
Bloomberg News
January 27, 2016 — 9:52 PM EST
- CRRC, Hyperloop said to discuss collaboration opportunities
- Hyperloop Technologies one of several developing Musk concept
The companies are discussing opportunities including collaboration and investment, the people said, asking not to be named because the details are private. The talks are in an an initial stage and no decisions have been made, the people said.
Musk, the billionaire founder of Tesla Motors Inc. and Space Exploration Technologies Corp., in 2013 outlined his vision for a transit system that could connect San Francisco and Los Angeles. Using low-pressure metal tubes with aluminum capsules, or pods, the concept would be able to support commuting speeds of more than 700 miles (1,100 kilometers) per hour.
CRRC, formed last year from the merger of two Chinese state-owned trainmakers, plans to double overseas sales in five years as it targets major orders.
Funding Round
Hyperloop Technologies was formed in 2014 by Silicon Valley venture capitalist Shervin Pishevar and Brogan BamBrogan, an early engineer at SpaceX. It hired former Cisco Systems Inc. co-president Rob Lloyd as chief executive officer in September.
Lloyd may travel to China to meet with CRRC within months, one of the people said.
“We are speaking with potential customers and partners around the world but do not comment on any specific customer meetings,” Lloyd said in an e-mailed statement.
A Beijing-based spokesman for CRRC said he had no knowledge of the matter.
Hyperloop has raised $36 million of financing and is completing a series B funding round of $70 million. Lloyd said. Original investors include Sherpa Ventures, Formation B Ventures and Zhen Fund.
The company has also secured land in North Las Vegas to test its propulsion system with completion expected by the end of the year.
While Musk isn’t affiliated with any companies developing the Hyperloop, SpaceX is hosting a competition this weekend to design and build the best transport pod.
“While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype,” SpaceX said on its website.
http://www.bloomberg.com/news/artic...n-hyperloop-talks-as-musk-vision-moves-closer
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JSCh
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World's biggest maintenance center ready for travel rush
CCTV.com
02-03-2016 12:46 BJT
The Shanghai Hongqiao maintenance center is a “home” for high-speed trains. Nighttime gets busy here, as about 70 sets of trains are waiting for maintenance check. At least 2.5 hours are needed for each set. The mandatory body-check comes after 4,000 kilometers of travel, or 48 hours on rails.
Shanghai railway section takes one third of the nation's high-speed railway carriages. During the 40-day spring festival travel rush, an estimated 8 million passengers will be traveling by high-speed railways. Their safety is the priority for the mechanics working here.
Gong Yufeng is among the first batch of high-speed railway carriage inspectors since 2008. Tonight, his team of four inspectors will be checking five sets of trains. The first one turns out to be a problem.
“The lubricating oil for the axial bearing wheel gear box is creaming; the low temperature might be the reason. We have to drain the oil from all axial bearings of this carriage, keep samples for further examination, and replace it with good oil,” Gong said.
This problem, even though a minor one, takes them two extra hours. And given the Spring Festival travel rush, the mechanics have limited time for offline reparation. But the good news is this set of carriages is good to hit the trails tomorrow.
The Shanghai high-speed railway section is the first and the biggest in China. Nearly half of its 540 sets of carriages are sent to seven subordinated maintenance bases every day.
“I walk at least 6 or 7 kilometers every night on shift. I have to go back and forth like 3 times to complete the checking procedure, and four to five trains a night. And that’s the minimum distance when nothing goes wrong,” Gong said.
More than 70 percent of departures from Shanghai railway stations are high-speed railway lines, an increase of 30 percent year-on-year. Safety and convenience make it the first choice of passengers, especially those who will come home for the holidays.
http://english.cntv.cn/2016/02/03/VIDEKez0qeXQbF3ldUT1sJpM160203.shtml
CCTV.com
02-03-2016 12:46 BJT
The Shanghai Hongqiao maintenance center is a “home” for high-speed trains. Nighttime gets busy here, as about 70 sets of trains are waiting for maintenance check. At least 2.5 hours are needed for each set. The mandatory body-check comes after 4,000 kilometers of travel, or 48 hours on rails.
Shanghai railway section takes one third of the nation's high-speed railway carriages. During the 40-day spring festival travel rush, an estimated 8 million passengers will be traveling by high-speed railways. Their safety is the priority for the mechanics working here.
Gong Yufeng is among the first batch of high-speed railway carriage inspectors since 2008. Tonight, his team of four inspectors will be checking five sets of trains. The first one turns out to be a problem.
“The lubricating oil for the axial bearing wheel gear box is creaming; the low temperature might be the reason. We have to drain the oil from all axial bearings of this carriage, keep samples for further examination, and replace it with good oil,” Gong said.
This problem, even though a minor one, takes them two extra hours. And given the Spring Festival travel rush, the mechanics have limited time for offline reparation. But the good news is this set of carriages is good to hit the trails tomorrow.
The Shanghai high-speed railway section is the first and the biggest in China. Nearly half of its 540 sets of carriages are sent to seven subordinated maintenance bases every day.
“I walk at least 6 or 7 kilometers every night on shift. I have to go back and forth like 3 times to complete the checking procedure, and four to five trains a night. And that’s the minimum distance when nothing goes wrong,” Gong said.
More than 70 percent of departures from Shanghai railway stations are high-speed railway lines, an increase of 30 percent year-on-year. Safety and convenience make it the first choice of passengers, especially those who will come home for the holidays.
http://english.cntv.cn/2016/02/03/VIDEKez0qeXQbF3ldUT1sJpM160203.shtml
JSCh
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Railway workers who keep the water tap running 24/7
By Liu Wei (chinadaily.com.cn) Updated: 2016-02-03 16:22
Li Jian holds a hose to fill up the water tank on Feb 2 at Beijing West Railway Station. [Photo by Liu Wei/chinadaily.com.cn]
Li Jian is one of many ordinary railway workers who can supply the answer to the question "Where does the water on the train come from?", if you ever asked.
All passenger trains starting or ending their journeys at Beijing West Railway Station need constant supplies of water and the task falls to the railway staff that spends more than 12 hours a day walking between parked trains.
Maintaining supplies is no easy job.
Li Jian said he has to rise at 5 am to be on time for a 12-hour day shift which is followed by a night shift the next day.
"I can walk more than 20 kilometers back and forth every day just to fill up water for carriages," said Li.
Workers use hoses to fill tanks in carriages and pull them off when tanks are full before trains depart.
Usually it takes about 20 minutes for a three-man team to fill a 16-carriage train.
"If we don't hurry up, some passengers may not have any water during the trip. Delay is the most concern for us, that means the limited time for us to supply water can be a problem," Li said.
According to Jiang Zhaozhong, chief of the water supply department at the station, two shifts rotate between 7:30 am and 19:00 pm and 18:30 pm to 8:00 am.
"We are supplying water to 7,000 carriages per day with the efforts of our crew of 70 people," said Jiang.
Each carriage has a capacity of one ton of water, which means workers put 7,000 tons of water into trains daily, the equivalent of 4.7 standard swimming pools.
Water supplied is the only source when passengers are on the train, using it for drinking, washing and using the toilet.
"We have to be very careful when we walk in the path between two rails. Sometimes when you're filling one train up, another arrives behind your back. You must not be too close to it," said Li.
Workers say a passing train creates a powerful draft which can knock people over though it does not appear to be moving fast at all. The wind becomes an invisible enemy in winter when temperatures plunge below freezing point.
"Several hours working outside is no joke," said Li. "It's freezing cold and my hands have scars due to cold all the time".
When workers pull the hose off the tanks there's usually some water left in the pipe which falls onto their shoes and trousers and can turn to ice and freeze their clothes very quickly.
It won't get any easier in summer either. Temperatures can reach 60 degrees Celsius when the heat the train emits is added to the summer sun, and then workers clothes get drenched with sweat.
Spring Festival is the busiest period as 71 trains are temporarily added to accommodate the huge number of passengers heading home.
Thirty million trips are estimated to be made during the Spring Festival period from Jan 24 to March 3, totaling 40 days, according to Ye Kuankuan, chief of the passenger train control center in Beijing.
"We don't have holidays during Spring Festival. We are too busy helping families prepare for this festive day. I fill up the trains with water to make passengers comfortable. They have water on the train. That means a lot to me," Li said.
*****
Not an easy job indeed.
By Liu Wei (chinadaily.com.cn) Updated: 2016-02-03 16:22
Li Jian holds a hose to fill up the water tank on Feb 2 at Beijing West Railway Station. [Photo by Liu Wei/chinadaily.com.cn]
Li Jian is one of many ordinary railway workers who can supply the answer to the question "Where does the water on the train come from?", if you ever asked.
All passenger trains starting or ending their journeys at Beijing West Railway Station need constant supplies of water and the task falls to the railway staff that spends more than 12 hours a day walking between parked trains.
Maintaining supplies is no easy job.
Li Jian said he has to rise at 5 am to be on time for a 12-hour day shift which is followed by a night shift the next day.
"I can walk more than 20 kilometers back and forth every day just to fill up water for carriages," said Li.
Workers use hoses to fill tanks in carriages and pull them off when tanks are full before trains depart.
Usually it takes about 20 minutes for a three-man team to fill a 16-carriage train.
"If we don't hurry up, some passengers may not have any water during the trip. Delay is the most concern for us, that means the limited time for us to supply water can be a problem," Li said.
According to Jiang Zhaozhong, chief of the water supply department at the station, two shifts rotate between 7:30 am and 19:00 pm and 18:30 pm to 8:00 am.
"We are supplying water to 7,000 carriages per day with the efforts of our crew of 70 people," said Jiang.
Each carriage has a capacity of one ton of water, which means workers put 7,000 tons of water into trains daily, the equivalent of 4.7 standard swimming pools.
Water supplied is the only source when passengers are on the train, using it for drinking, washing and using the toilet.
"We have to be very careful when we walk in the path between two rails. Sometimes when you're filling one train up, another arrives behind your back. You must not be too close to it," said Li.
Workers say a passing train creates a powerful draft which can knock people over though it does not appear to be moving fast at all. The wind becomes an invisible enemy in winter when temperatures plunge below freezing point.
"Several hours working outside is no joke," said Li. "It's freezing cold and my hands have scars due to cold all the time".
When workers pull the hose off the tanks there's usually some water left in the pipe which falls onto their shoes and trousers and can turn to ice and freeze their clothes very quickly.
It won't get any easier in summer either. Temperatures can reach 60 degrees Celsius when the heat the train emits is added to the summer sun, and then workers clothes get drenched with sweat.
Spring Festival is the busiest period as 71 trains are temporarily added to accommodate the huge number of passengers heading home.
Thirty million trips are estimated to be made during the Spring Festival period from Jan 24 to March 3, totaling 40 days, according to Ye Kuankuan, chief of the passenger train control center in Beijing.
"We don't have holidays during Spring Festival. We are too busy helping families prepare for this festive day. I fill up the trains with water to make passengers comfortable. They have water on the train. That means a lot to me," Li said.
*****
Not an easy job indeed.
AndrewJin
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High-speed rail takes China's holiday strain
Xinhua, February 7, 2016
Huang Yongan took half as long as usual to return to his hometown in Jiangxi Province.
"It's amazing," said the IT technician who works in Beijing.
Before the high-speed rail line reached his small town, the 1,500-km journey used to take 14 hours in a congested train trip or a worse ride on a long-distance coach.
Huang's memory is typical for Chinese returning home for Spring Festival: anxiety, chaos and discomfort.
However, hundreds of millions of Chinese were much relieved in their home-returning trips this year thanks to the rapidly expanding high-speed railway network.
More than 60 percent of all the trains serving the rush are now high-speed with spacious seats, running at speeds up to 350 kilometers per hour, said the China Railway Corp. (CRC).
This year, the Chinese are expected to make 2.91 billion passenger trips across the country, a record high.
China has spent heavily on the high-speed railway network which is already the world's largest. Around 3,300 km of new lines opened last year, bringing the total operating length to 19,000 km and completing the major frame of the network.
The CRC plans to spend another 800 billion yuan (around 120 billion U.S. dollars) in 2016, especially in less-developed central and western regions. Construction of more lines linking key cities will be accelerated.
***
Xinhua, February 7, 2016
Huang Yongan took half as long as usual to return to his hometown in Jiangxi Province.
"It's amazing," said the IT technician who works in Beijing.
Before the high-speed rail line reached his small town, the 1,500-km journey used to take 14 hours in a congested train trip or a worse ride on a long-distance coach.
Huang's memory is typical for Chinese returning home for Spring Festival: anxiety, chaos and discomfort.
However, hundreds of millions of Chinese were much relieved in their home-returning trips this year thanks to the rapidly expanding high-speed railway network.
More than 60 percent of all the trains serving the rush are now high-speed with spacious seats, running at speeds up to 350 kilometers per hour, said the China Railway Corp. (CRC).
This year, the Chinese are expected to make 2.91 billion passenger trips across the country, a record high.
China has spent heavily on the high-speed railway network which is already the world's largest. Around 3,300 km of new lines opened last year, bringing the total operating length to 19,000 km and completing the major frame of the network.
The CRC plans to spend another 800 billion yuan (around 120 billion U.S. dollars) in 2016, especially in less-developed central and western regions. Construction of more lines linking key cities will be accelerated.
***
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