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Baoji–Chengdu railway

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Baoji–Chengdu railway
A SS4 locomotive pair passing Bridge of Lingguanxia on Baoji-Chengdu railway above Jialing River
Overview
Other name(s)Baocheng Railway（宝成铁路）
Baocheng Line（宝成线）
Native name宝鸡—成都铁路
StatusIn operation
Locale People's Republic of China
Termini
Service
TypeHeavy rail[1]
SystemChina Railway
History
OpenedJanuary 1, 1958
CompletedJuly 12, 1956
ElectrifiedJuly 1, 1975
Technical
Line length676 km (420 mi)
Track gauge1435 mm
Minimum radiusless than 300 m (980 ft)
Electrification50 Hz 25kV overhead
Operating speed120 km/h (75 mph)
Route map

Legend
 to Longhai railway
0 km
 Baoji
to Longhai railway
Wei River
Baoji South
Spiral
45 km
 Qinling
67 km
 Honghuapu
91 km
 Fengzhou
103 km
 Feng County*
entering Gansu Province
120 km
 Hongqing
125 km
 Lijiahe
135 km
 Liangdang
151 km
 Hui County
re-entering Shaanxi Province
174 km
 Baishuijiang
182 km
 Hongweiba
190 km
 Matiwang
199 km
 Xujiaping
208 km
 Hengxianhe
215 km
 Lueyang County
237 km
 Lesuhe
247 km
 Gaotanzi
259 km
 Juting
to Yangpingguan–Ankang railway
271 km
 Yangpingguan
283 km
 Yanziban
entering Sichuan Province
302 km
 Datan
323 km
 Chaotian District
341 km
 Ranjiahe
350 km
 Guangyuan
to Guangyuan–Wangcang railway
Guangyuan South
Zoumaling
Zhaohua
Shaxiba
415 km
 Zhuyuan
Banzhuyuan
Majiaoba
Erlang Temple
Houba
Xiaoxiba
Shuanghekou
512 km
 Jiangyou
Sanhechang
Shimaba
554 km
 Mianyang
Zaojiaopu
Tanjiaba
584 km
 Luojiang
Huangxu
608 km
 Deyang
Shifang
631 km
 Guanghan
to Chengdu–Wenchuan railway
to Dazhou–Chengdu railway
Xindu District
to Chengdu–Pujiang railway
669 km
 Chengdu
to Chengdu–Kunming railway

The Baoji–Chengdu railway (simplified Chinese: 宝鸡—成都铁路; traditional Chinese: 寶雞—成都鐵路; pinyin: Bǎojī Chéngdū Tiělù)[2] or Baocheng railway (simplified Chinese: 宝成铁路; traditional Chinese: 寶成鐵路; pinyin: Bǎo Chéng Tiělù)[3] or Baocheng Line (simplified Chinese: 宝成线; traditional Chinese: 寶成線; pinyin: Bǎo Chéng Xiàn)[4], was formally designed as a rail line that connects Tianshui and Chengdu called Tianshui-Chengdu railway (simplified Chinese: 天水—成都铁路; traditional Chinese: 天水—成都鐵路; pinyin: Tiānshuǐ Chéngdū Tiělù) or Tiancheng railway (simplified Chinese: 天成线; traditional Chinese: 天成線; pinyin: Tiān Chéng Xiàn)[5]: 1307 . The line is a mixed single- and double-track, electrified, 676-kilometer[note 1] railroad in China between Baoji in Shaanxi province and Chengdu in Sichuan province. The line finished construction on 12 July 1956 and the operation began on 1 January 1958.[9] The rail line is also the first one throughout China to get electrified.[10] The Baoji-Guangyuan section of the line is under the control of China Railway Xi'an Group, and the rest is in charge of China Railway Chengdu Group.[4] The line is one of main lines that connects southwestern with northwestern China[6] and a part in Lanzhou-Kunming Corridor of the Eight Verticals.[11]

Line description

[edit]
Guanyinshan Spiral
Map of the Guanyinshan Spiral
HXD3 locomotive as bank engines in Qingshiya railway station
HXD3 locomotive as bank engine in Guanyinshan railway station

The Baocheng Line runs southwards from Guanzhong Plain to Sichuan Basin and traverses the Qinling, Daba Mountains and Jianmen after leaving Baoji,[12] as the rail line goes through 5 different zones of geological structure (including granite, quartzite, greenschist, conglomerate and slate) [13] and an aggregate of 80% are in the mountainous area. The line stretches along the ancient roads and Qingjiang River after entering the Qin Mountains, as the track elevates with the slope of 30‰ in the Renjiawan-Yangjiawan section[14] and the steepest section can reach 33‰.[1] Spiral is applied to make the topographical difficulties within the locomotives' reach by 3 horseshoe-shaped tracks and a figure-8 one, which is stacked in 3 layers and raised up to 817 meters.[14] In avoidance to overheat of brakes during the downhill journey, Qingshiya station was established in the spiral to make the locomotives cool down,[13] as the station is also the highest and steepest station with the smallest radius throughout the line.[15] A 2363.6-meter-long tunnel[16]: 796  brings the line to the Jialing River's drainage basin,[17] and the line starts its 12‰ downhill slope towards Guangyuan[18]: 39–40  with 14 bridges across the river in Qinling-Lüeyang section. The line has 304 tunnels and 1,001 bridges, which collectively account for 17% of the total track length.[19][20] The 4-kilometer Huilongchang Tunnel is the longest tunnel of the line.[21]

The line features several sections where slopes are long and steep and have multiple curves, especially the Baoji-Qinling one. The power of steam locomotives was so low that it had greatly degraded the line's transporting capabilities after the line's operation began, and the Guanyinshan Spiral took trains almost the same time to pass with the pedestrians.[22] Therefore, the line was listed high on the agenda of rail electrification. The line finished electrification in 1976,[3] and has been using electric locomotives until now. Bank engines are still employed so far to secure the abundant power during the mountain climb and brakes for downhill journeys in Baoji-Qinling section[23] with the help of HXD3 locomotives[24] - 1 for passenger coaches and 2 for freight coaches[25][note 2]. The aggregate weight of trains to climb the mountains is limited to no more than 3000 tons and 2600 tons for the downhill ones.[25]

The line began its construction for another track in 1993 and the double-track section came into operation on 26 December 1999.[6] The Baoji-Chengdu Railway was added to List of China's Industrial Heritages for Conservation in January 2018.[26][27]

The rail tracks succeeded in making cities along the line core regions of the Third Front and played a key role in the fundamental supplies for the cities within the plan.[28]The openings of Xi'an-Chengdu Highspeed Railway on 6 December 2017 made the number of passenger trains on the start-from-Baoji line decrease to roughly 20.[29]

In Baoji, the line meets the Longhai railway, on which trains can travel east to Xi'an and the Central Plains or west to Lanzhou and the northwest. At Yangpingguan, the line intersects with the Yang'an railway which branches eastward along the Han River Valley. In Chengdu, the line connects with the Chengyu Line to Chongqing, Chengqian Line to Guizhou, and Chengkun Line to Kunming.

History

[edit]
The slogan "Long Live Chairman Mao" is engraved on the arch at the north entrance of the built-in-1956 tunnel No. 109, as both sides of the entrance are engraved two lines from Mao Zedong's poem Seven-Character Verse: The People's Liberation Army Occupies Nanjing that says "The tigers and dragons are more powerful today than in the past, and the world is turned upside down and the world is changed with great enthusiasm"
Teng Daiyuan and the Soviet Experts at the construction site of Qingshiya in 1955
The Guanyinshan Grand Blastings on 10 August 1955
Workers from both the south and the north working near the connection point
The line connection finished in July 1956 and a monument was erected at the connection point

Construction

[edit]

The Baocheng line was originally proposed in Sun Yat-sen's 1913 China National railway plan as part of the Datong–Chengdu railway[19] but failed to put the plan to practice because of the oversized scale. Beiyang government re-suggested schemes regarding a rail line that connects Tianshui with Chengdu in 1920 and the aerial topographical surveys for the line's section in Shaanxi Province were conducted by the project group in 1936, which was followed by 1940 and 1947 surveys,[30]: 21  but the blueprint was still not put into practice.[16]: 795 Ministry of Railways of China P. R. managed to conduct further surveys for the Tianshui-Lüeyang section of the 1920 scheme along with a brand-new Baoji-Lüeyang one with the assistance of experts from Soviet Union, and the new one was selected after comparisons of the geological and transportation network conditions with the former one.[31]: 68 [32] Construction of the line was added to the First Five-year Plan afterwards.[33]

Construction began in Chengdu on 1 July 1952, when Mao Zedong instructed on the opening ceremony of Chengdu-Chongqing railway that "keep going on to turn the Tianshui-Chengdu railway into real",[34] and the construction throughout Sichuan began in 1953, as Track laying work of the railway started from the south to the north at the Chengdu end in April. The construction featured the technological assistance of over 30 Soviet Experts along with 2 Hungarian Experts[13] as well as material supplies from residents along the line.[30]: 23  The maximum number of workers involved had reached 140 thousand during the construction.[35] The line got renamed as Baoji-Chengdu Railway on 1 December 1952[5]: 1307  and construction in Shaanxi Province started from Baoji in January 1954. On 10 August 1955, under the guidance of Soviet experts, China Railway successfully carried out the grand blastings for Guanyinshan Station, which was also the first successful large-scale blasting throughout the history of China's railway construction.[36] The line got connected on 12 July 1956 in Huangshahe Village of Huixian County, Longnan,[30]: 26  which was 13 months ahead of schedule,[16]: 795  and opened on 1 January 1958. Steam locomotives had been employed since then.[37]

Electrification

[edit]
Overhead catenary in Qinling railway station
SS1008 locomotive was the first renamed 6Y1 electrified pusher and employed by Majiaoba Depot after the depot's electrification completed in 1969[38]

The preparations for the electrification project of Baoji-Chengdu railway began in 1953.[3] The MOR initially set the catenary to 3 kV DC and submitted the plan to the Soviet Traffic Bureau for evaluations in June 1955,[39] but decisions were made again in April 1957 that single-phase electric power of 25 kV with utility frequency should be employed after the knowledge that other countries have been using this upgraded style,[17] and the project was re-schemed soon after.[39]

The new design was reevaluated by Moscow in May 1958 and put into practice after the agreement in June.[40] Engineers decided to reduce the demanded amount of the transformers from 6 to 4 for substations due to lack of key ingredients for silicon steel and high prices for imports because of the technological deniances from the Western countries, of which 3 were implemented in the substations and the rest 1 was placed on a flat wagon that travels among the 3 substations. The decision gave birth to China's first mobile transformer in 1965.[22]

MOR kept insisting that electric locomotives should adopt both domestic and foreign production lines, as the domestic 6Y1 prototype of Shaoshan series began its experimental run in the 1960s and 25 imported 6Y2 locomotives [zh] have arrived at ports of mainland China, which later turned the major type of locomotives after the electrification in Baoji-Fengzhou section finished[13] in 1961[39]. The other 4 sections finished their electrifications respectively afterward before July 1 1975[3] when the ceremony of celebration took place.[41] The electrification made the line's maximum speed upgraded to 80 kph,[7]: 896  and further improvements on the shape and flexibility of cables were made around 1978.[42]

The HXD locomotive series was officially employed on the line after the 2008 Sichuan earthquake in pursuit of faster freight transportation with the help of the high power of the new locomotives. Substations started to be replaced by SCADA for smart and automatic controls to ensure continuous and abundant supplies of electricity. [22]

Remediation

[edit]
Line's track got destroyed by the flood in 1981
Workers re-implementing wires for the flood-destroyed section of the line in 1982

MOR established an expert group in accordance to the frequent landslides on the line[43][44] in 1955.[30]: 25  3 tunnels of a total length of 1,439 m and 10 culverts of 657 m had been built in Sichuan until late 1957 to improve the before-operation situation.[30]: 26 

Xi'an Group, Chengdu Group and Lanzhou Group of MOR, in line with the principle of "opening first and then consolidating, taking care of the future", took measures to restore and reinforce the damaged bridges and roadbeds along the line after the 1981 flood on the line with over 15 thousand workers.[31]: 71 

Transformation

[edit]
Crowds in Qinling railway station on vacation days

MOR decided to divert the high-slope section with limited capacity between Luomiaozhen and Majiaoba in December 1959. The diversion began on 15 February 1960 and was suspended in April 1962. The project restarted in November 1964 and finished in September 1969.[30]: 27  Series of large-scale capacity improvements were made later on to meet the demands of economic growth and social development.[22]

Another upgrade was made in September 1990 between Guangyuan and Majiaoba on the automatic block signaling of axle counters, making the punctuality increase by 3.9 percent for freight trains and 0.3 percent for the passenger ones. The line completed its heavy rail upgrade in 1993,[22] the year when the second track construction started on the line. The line's second track lies on its Yangpingguan-Chengdu section, as the capacity got greatly improved after its finish on 26 December 1999.[45] The second track in the Yangpingguan-Qingbaijiang section is also the first additional in-mountains track among China's electrified railway lines.[46]From 2008 to 2009, the line completed a seamless transformation; in 2014, the line once again upgraded the profiles and ties on the small radius curve of the main line.[22]

The Sichuan government issued a plan about the provincial multi-layer rail transit system in 2021 and mentioned that a total length of 24.1 km and 10 stations on the Baoji-Chengdu Railway would be transformed to fit for a metro-styled operation, with trains traveling with smaller coaches but shorter intervals.[47] This plan also mentioned that the maximum speed of the line's Chengdu-Qingbaijiang section would be increased to 160 kph owing to the transformation.[48]

China Railway issued a call for a new wave of capacity improvements on 30 May 2024.[29]

Rail junctions

[edit]

Sichuan Province

Shaanxi Province

Notes

[edit]
  1. ^ The length of Baocheng Line has not been precise till now. Some hold the idea that the rail line is 676 kilometers long[3] while some hold estimations that the length should be approximately 668.2 kilometers [6], but others along with timetables in the late 1950s claimed that the line's length should be 669 km. [7]: 896 [8]: Preface, 91 .
  2. ^ Freight coaches with a total weight of no more than 1800 tons only need 1 single locomotive as bank engine.[25]

See also

[edit]
Wikimedia Commons has media related to Baoji-Chengdu Railway.

References

[edit]
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  2. ^ Q. Feng. "奋进历程 辉煌巨变 中华人民共和国成立70年四川要事辑录①". sc.cri.cn (in Chinese (China)). Sichuan Daily. Archived from the original on 2023-06-02. Retrieved 2023-06-02.
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