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That's stupendously fantastic and I think that similar hard work and dedication will be required to establish a rail link between Pakistan and China...without rail link I personally think the full potential of the CPEC won't be exploited. Now, the technology has advanced a lot and China has excellent experience of building mega structures.
 
Lest we forget those fighting for better infrastructure in the hardest time
Sichuan-Guizhou Railway
1956 to 1965


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@TaiShang @Adam WANG SHANGHAI MEGA @anant_s @powastick @Game.Invade @Realtalk108 @AViet @Death Professor @Cybernetics @long_ et al

That's stupendously fantastic and I think that similar hard work and dedication will be required to establish a rail link between Pakistan and China...without rail link I personally think the full potential of the CPEC won't be exploited. Now, the technology has advanced a lot and China has excellent experience of building mega structures.
I agree.
Though there are many challenges of technology.
Qinghai-Tibet and Sichuan Tibet (currently under construction) railways, when compared to this future corridor, are like nothing.
I think a more pressing project will be an expressway.
 
Very meaningful and beautiful :china:
These historical infra projects constructed in 1950s-1970s set a solid foundation for China's future.
Many of them are in Western China, for example those crazy railways radiating from Sichuan Province.
They were built on people's bloody sacrifices.


到1957年底,全国铁路营业里程达26708公里,客货换算周转量达1707亿吨公里。
到1965年底,全国铁路营业里程达34406公里,客货换算周转量达3174亿吨公里。
到1975年底,全国铁路营业里程达45,992公里,客货换算周转量大5199亿吨公里。


1957-1965, 7698 km new railways
1965-1975, 11586 km new railways


Nearly all railways were destroyed before 1949.

And these new railways were built in regions of one of world's worst geological conditions,
by the amazing PLA Railway Corps.

Mind that there were no modern machinery like automatic track laying machine or tunnel bearing machines at that time.

Though the railway corporation has been separated from the government, the military spirits are well preserved.

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I have recently been interested in China's old trains. Although I know that like a horse-drawn carriage, after 10 years, China will only have high-speed rail and EMUs.
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When we are losing them, we pick up more interests...:cry:
They won't disappear for sure, in the near future or long run, but older types are harder and harder to be seen.
New locomotives, so-called semi-high-speed ones (160-200km/h) are increasingly replacing older ones.

Chengdu-Kunming Railway

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To be replaced by so-called semi-high-speed locomotives such as HXD1D

HXD1D on Lanzhou-Xinjiang Railway
with Retina check monitor camera
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Tianshui-Baoji section of Longhai Railway
Northwest China

Built during anti-Japan war, but almost never in full operation.
In 1949, PLA spent 10 months to rebuild the railway with loses of 56 soldiers.
In 2003, a new parallel line opened.

【兰局巡礼 · 陇海&壮阔宝天】陇山和秦岭共同造就的渭河大峡谷,水深流急,舟楫不通,重岩叠嶂,寸步难行,几千年来一直是交通禁区,古人在天水和宝鸡两地之间的交流往往选择陇山之中的谷地关隘进行。为了打通通往西北的现代化通道,国民党政府在抗战期间修筑宝天铁路,当时宝天段全程沿渭河北岸修建,标准低,线位差,自开通之日起即饱受塌方、落石、山洪、泥石流等地质灾害的困扰,线路停运的时间比开通的时间还长。新中国成立后,立即组织解放军力量开展宝天铁路的补强改造,在短短的10个月时间内,就将这条国民党政府历经7年才建成的“盲肠铁路”,改造至正常运营标准,为进一步建设陇海天兰段打下了坚实基础。在这期间有56名战士光荣牺牲,以鲜血换来了这条西北大动脉的通畅。在接下来的几十年里,宝天段又陆续进行了地质薄弱地段改线、电气化改造、增建二线等大大小小的诸多工程。2003年开通的宝兰二线,在河谷与山峰间“穿针引线”,逢山钻洞,遇水架桥,与萦绕在渭河北岸的老线行成了鲜明对比。身临渭河峡谷,只见秦岭雄伟,陇山连绵,渭河奔腾,新线上的列车呼啸而过,只听SS7E的风机声幽鸣婉转,时隐时现,原来是老线的列车在河边蜿蜒行进。而此时,在群山的深处,宝兰客专的动车组早已风驰电掣般地驰骋在百里之外。在这里,可以直观地感受到现代技术的力量和自然造化的雄奇,更可以深深地感受到筑路英烈的伟大和新中国振兴西北的坚定决心。

World war II
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Baoji-Tianshui section reopened in 1950.
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@AViet @Game.Invade @Realtalk108 @anant_s @war&peace @powastick @TaiShang et al
 
On topic of historical locomotives in China, are there any plans of preserving atleast one loco of each class in some kind of rail museum for future generation of railfans to see, understand and admire, this rich heritage and history of Chinese railways?

@AndrewJin @Adam WANG SHANGHAI MEGA @TaiShang
The history of China's steam locomotives and diesel locomotives is actually very short. When the British India has established a relatively complete railway network, the Chinese Qing government is still dismantling the Shanghai railway (the Qing government believes that the railway will destroy the fortune of the China Qing Empire). Many Chinese railways were established under the plunder of various imperialist countries such as UK,France and Russia. The deeper feelings of the Chinese people on the history of Chinese railways are the history of a country being invaded by Western powers, so the Chinese do not miss the history of the old railways that much.
 
On topic of historical locomotives in China, are there any plans of preserving atleast one loco of each class in some kind of rail museum for future generation of railfans to see, understand and admire, this rich heritage and history of Chinese railways?

@AndrewJin @Adam WANG SHANGHAI MEGA @TaiShang
There are a lot.
I have been to the one in Beijing, Shanghai and Kunming.
The railway museum in Kunming is for Yunnan-Vietnam railway.
I was really impressed by that, lots of century-old ones have been well preserved.
The railway station inside the museum provides a couple of passenger services giving visitors a "feel".

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The biggest is China Railway Museum, you can see major loco ever used in China.
It has three parks, I have only been to the one situated just across Tiananmen Square.
I have heard the one in the outer suburb is pretty big.

The one in Shanghai was built after the former Shanghai North Railway Station.
http://www.sohu.com/a/258813608_176954



The history of China's steam locomotives and diesel locomotives is actually very short. When the British India has established a relatively complete railway network, the Chinese Qing government is still dismantling the Shanghai railway (the Qing government believes that the railway will destroy the fortune of the China Qing Empire). Many Chinese railways were established under the plunder of various imperialist countries such as UK,France and Russia. The deeper feelings of the Chinese people on the history of Chinese railways are the history of a country being invaded by Western powers, so the Chinese do not miss the history of the old railways that much.
Most locomotives on display in these museums are actually those manufactured after 1949.
For example various locos that were used for Chairman Mao trains.
There are so many things that talk about China's railway industry.


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Another railway-theme museum opened in 2018.
China Railway Origin Museum in Tangshan City's Kailuan national mine park.

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Unpredecented order coming!

The next 3 years:
900 units of Fuxing bullet trains
210k freight carriages
3756 locomotives


In 2018 H1, 145 standard units of Fuxing CR400 were ordered worth 24.6 billion yuan, and 100-150 units to be ordered in 2018 H2.

And the new slow trainsets are expected to be granted permits at the end of this year.
Slow trains will be gradually replaced.


上证报讯(记者 于祥明)中国铁路总公司近期连续发出涉及复兴号动车组145组、9600kw大功率电力机车188台、C80B运煤敞车4602辆的招标信息。记者5日从业内了解到,这只是开端,未来3年中国铁总将启动900组复兴号、21万辆货车、3756台机车的大采购项目。华泰证券等机构认为,在大幅提升铁路货运比例的大背景下,铁路装备新增需求可观。

  上半年,中国铁总已经招标了145标准列、总价约246亿元的“复兴号”。下半年,中国铁总还将有100列至150列动车组采购,全年仅动车组采购金额接近500亿元。

  一位分析人士表示,2016年和2017年,中国铁总分别公开招标采购了动车组91列和229列。中国铁总负责人曾表示,未来3年将有900组“复兴号”投入运营。由此推算,平均每年中国铁总将采购300组“复兴号”。

  据分析,替代普速列车的动力集中型动车组是另一大需求点。

  “时速160公里动力集中动车组于7月底完成20万公里运营考核,最快有望于2018年底获得国家铁路局生产许可证。中国铁总计划用该车全面替代25T型客车。这是中国下一代普速客车的主力车型,需求量巨大。”上述分析人士说。

  此外,铁路货车也迎来大机会。“今年6月底,国务院印发《打赢蓝天保卫战三年行动计划》,明确了大幅提升铁路货运比例的目标。即,到2020年全国铁路货运量比2017年增长30%(即由36.9亿吨增至47.9亿吨,3年增加11亿吨)。我们认为,考虑现有线路运力提升需求及货运铁路新线建设有望加快,2018年至2020年国内加大装备投资力度,扩大机车、货车购置有望成为满足货运增量需要的主要途径之一。”华泰证券机械行业首席分析师章诚说。

  “历史上铁道部年招标货车高峰期就6万辆左右,而这次铁路总公司计划购置铁路货车21.6万辆,其中2018年4万辆,2019年7.8万辆,2020年9.8万辆。总的来看,机车车辆采购金额超过1500亿元。”另一位业内人士向记者表示,铁路发展史上从来没有出现过这么大的订单,铁路装备行业有望迎来一波大行情。

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‘Flight’ train to travel at 1,000 kph
By Liu Xuanzun Source:Global Times Published: 2018/10/11 22:58:44

Experience in aerospace science helps tech development

China unveiled a scale model of its high-speed flight train that is expected to travel at 1,000 kilometers an hour by 2025, with Chinese railway experts saying the country's experience in aerospace science would help develop the train.

The model was on exhibit at the 2018 National Mass Innovation and Entrepreneurship Week in Chengdu, capital of Southwest China's Sichuan Province on Wednesday, Chengdu Business Daily reported.

The train, which the State-owned China Aerospace Science and Industry Corporation Limited (CASIC) began developing in 2015 and dubbed "T-Flight," will use an integrated, light- and heat- proof cabin 29.2 meters long and three meters wide, the report said.

The train will float 100 millimeters above the ground due to a close-to-vacuum railway environment and magnetic levitation technology, Chengdu Business Daily quoted Wang Yan, an employee at CASIC's Magnetic Levitation and Electromagnetic Propulsion Department, as saying.

"The train will slowly accelerate to 1,000 kilometers an hour," Wang said, noting that passengers will be safe and feel comfortable.

The train is expected to be dispatched every 200 seconds, similar to a subway train, Chengdu Business Daily reported, citing a promotional video at the event.

Together with US-based Hyperloop Transportation Technologies and Hyperloop One, CASIC is among only three companies in the world that have announced the development of a transportation system with a designed speed faster than 1,000 kilometers an hour, Wang said.

"CASIC started behind its competitors, but its experience with aerospace science has given it a decent start in the development of the high-speed flight train," Wang said.

Sun Zhang, a railway expert and professor at Shanghai Tongji University, told the Global Times on Thursday that many technologies like electromagnetic propulsion used in the flight train are similar to aerospace technologies.

The exhibit of the flight train shows that China is keeping up with its US counterpart in the field, Sun said.

The train will reach the test speed of 1,000 kilometers an hour by 2023, and will be capable of carrying passengers at that speed by 2025, Chengdu Business Daily reported.

However, Sun said that despite the fast-paced schedule, the technology remains experimental and will not have a direct impact on people's lives anytime soon.

Southwest Jiaotong University in Chengdu is experimenting on a similar technology by developing a test platform for trains to achieve a speed of 1,500 kilometers an hour, Beijing-based newspaper Science and Technology Daily reported.

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