Chapter 364 Test Section and EMU
"We spent three or four months to build the section from Beijing West Station to Xingjiacun Station, a total of 251 kilometers, as a test section," said Liu Tao.

The terrain in this section is relatively simple, without any mountains or rivers, so it will be much easier to build.

The difficult part of railway and highway construction is not building them on flat ground. The most difficult and time-consuming parts are mountain tunnels and river bridges.

This section is 251 kilometers long. As long as enough manpower is devoted, it can be completed in three or four months.

"Comrade Liu Tao, what is this network optical cable?" an expert asked puzzledly.

Liu Tao waved his hand and said, "This is confidential. Keep it secret for now. We just need to lay it."

Network fiber optic cable, this is for the internet.

After all, whether it is the management of the "Beijing-Kowloon Railway" or ticket sales and ticket checking, it will be inseparable from the Internet.

As for the telephones and telegraphs that are commonly used today, they are all destined to be eliminated by the times.

No one has any objection to the construction of a test section.

After all, there are so many new technologies, and having this test section to test can make everyone feel more at ease, and any problems can be corrected as soon as possible.

Instead of waiting until the entire railway is built before discovering problems, that would be the real end of the matter.

According to previous arrangements, double-track railway construction will be carried out first, and then double-track railway construction will be carried out after the double-track railway is opened to traffic.

Otherwise, the entire construction would not have been completed by 1987.

In addition to the construction of the test section, the construction of bridges and tunnels along the line will also be launched. These must be built at the same time, otherwise it will be too late.

With the current shield machine, tunnel excavation can normally advance nine meters a day. Even if overtime is used and three shifts are adopted, the tunnel excavation can only reach 27 meters a day.

The longest tunnel on the Beijing-Kowloon Railway is the Wuzhishan Tunnel, which passes through the main peak of the eastern section of Jiulian Mountain and is 4455 meters long. If a shield machine works non-stop 165 hours a day, it will take 83 days to excavate. If two shield machines work at the same time, it will take days.

The entire Beijing-Kowloon Railway passes through a total of 150 tunnels and 549 bridges, with a total length of 190 kilometers of tunnels and bridges. These are difficult points in construction and have a long construction period.

The number of shield machines is limited and they can only be used in tunnels that are long and difficult to construct.

After all, Liu Tao could not provide dozens or even hundreds of shield machines, and even if he did, there would not be so many people who could operate them.

A 251-kilometer test section is under construction, and bridges, tunnels, and stations will also be constructed simultaneously.

For this 251-kilometer test section, the Ministry of Railways also adopted segmented construction and then finally connected them together.

A total of one million railway workers will be organized to build the entire "Beijing-Kowloon Railway" in order to complete this century-long project.

This is the railway boss, who has strong enough organizational skills to organize one million railway workers to carry out construction and manage it well.

If it were Panshan Group, they would not have such strong organizational capabilities.

Liu Tao also shifted his focus to the "Beijing-Kowloon Railway" project, especially the test section. He would go there for two days at most a month at Dalian Shipyard and Yangcheng Shipbuilding Industry Group, and stay at Panshan Machinery Factory for ten days. The rest of his time was spent on the "Beijing-Kowloon Railway" test section.

Panshan Machinery Factory.

The EMU has been manufactured and has a total of 8 carriages. This EMU has only one locomotive, and there is no locomotive installed on the other side. Instead, it is pulled by a traditional locomotive.

This 8-carriage EMU will use this traditional locomotive to start from Panshan Machinery Factory and arrive at Beijing Railway Station, and then carry out the "Beijing-Kowloon Railway" test section test.

In theory, this EMU should have a locomotive at the front and back, so that when the train arrives at the terminal, it does not need to turn the locomotive around, but uses the other locomotive as the locomotive, and only needs to turn the chairs in the carriage around. However, the current railways are not large enough for this EMU to run on these railways, so it can only be pulled by a traditional locomotive.

The entire EMU body looks very beautiful. Although the track is the standard 1435 mm, the width of the carriage is 3.4 meters. There are two seats on one side and three seats on the other side of the carriage, and the seats are rotatable.

The interior of the car is very clean and beautiful, and there are no visible wires.

Because those wires are hidden!

There is a place to put luggage above the seats, and each carriage is equipped with a public toilet and trash can.

This set of EMUs will undergo a series of tests on the 251-kilometer test section of the "Beijing-Kowloon Railway" and is expected to undergo a full-content test for two years.

As the length of the Beijing-Kowloon Railway continues to increase, the test length will continue to extend.

Once the Beijing-Kowloon Railway is completed, it will only take a little over ten hours, and less than eleven hours, to reach Kowloon Station in Hong Kong from Beijing.

"The high-speed train manufacturing plant is about to start construction. This matter cannot be delayed." Liu Tao reminded.

Deng Mingqiang said quickly: "Please rest assured, leader, we will definitely speed up the construction work."

Deng Mingqiang, deputy general manager of China Automobile Group, was transferred to be responsible for the construction of the high-speed rail EMU manufacturing plant.

Since we have manufactured the EMUs and mastered the core technology, it will certainly not be wasted. After all, there is a huge market not only in China, but also internationally.

Currently in the world, only Japan's Kawasaki and Hitachi, and France's TGV have mastered this.

It is expected that the newly formed China High-speed Railway EMU Production Group will develop into businesses involving high-speed railway EMU production and manufacturing, high-speed railway EMU technology research and development, energy systems, urban rail transit vehicles, various electromechanical equipment, electronic equipment and components, etc., and is expected to have 15 employees.

Now the registered capital alone is as high as 10 billion.

This is extremely rare in China today.

As for building a factory, it will naturally not be in Yun Province, but in Beijing.

The registered address of China High-Speed ​​Railway EMU Production Group is in Beijing, and the factory will also be located in Beijing.

In this way, the high-speed train units produced can be quickly transported to the track.

After the production plant in Beijing is completed, a factory will be built in Shandong Province, Jingchu Province and Guangdong Province.

"You have a heavy burden on your shoulders. You have to develop both the domestic and international markets and participate in international competition," Liu Tao reminded.

The domestic market is currently limited. Even if the "Beijing-Kowloon Railway" is built, the railway giant will not purchase too many EMUs in a short period of time, because eight EMUs like this one cost 8 million yuan.

The average price of a carriage is 1875 million yuan!

This is equivalent to the price of an ordinary train with 30 or 40 carriages.

Even Boss Tie felt his teeth ache when he saw the price.

There is no other way. It uses a lot of new materials and technologies, and requires investment in building a factory. But people are not willing to order more, so the cost is naturally high. If it can be mass-produced, the cost will come down.

However, Liu Tao believes that with the development of social economy, the orders for this EMU will definitely increase because the social demand will become greater and greater.

(End of this chapter)

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