Chapter 364 Test Section and EMU

"We will use three or four months to build the 251-kilometer section from Beijing West Station to Xingjia Village Station as a test section." Liu Tao said.

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

The difficulty of railway and highway construction is not to build on flat land, but the difficulty and long construction period of mountain tunnels and river bridges.

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

"Comrade Liu Tao, what is this network optical cable?" An expert was very puzzled.

Liu Tao waved his hand and said, "This is confidential. It is confidential for the time being. It only needs to be laid."

Network optical cable, this is for the Internet.

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

As for the commonly used telephones and telegraphs now, they are all going to be eliminated by the times.

No one has any opinions on the construction of the test section.

After all, there are too many new technologies. With this test section for testing, everyone can be more assured, and any problems can be corrected as soon as possible.

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

According to the previous arrangement, the double-track railway was built first, and then the double-track railway was built after it was opened to traffic.

Otherwise, the entire construction would not be able to be completed in 1987.

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

According to the current shield machine tunneling, it can normally advance nine meters a day. Even if overtime is used and three shifts are adopted, it is nothing more than excavating 27 meters a day.

The longest tunnel of the Beijing-Kowloon Railway is the "Wuzhishan Tunnel", which passes through the main peak of the eastern section of Jiulian Mountain and is 4,455 meters long. A shield machine digs 24 hours a day without interruption, and it takes 165 days to dig. If two shield machines work at the same time, it will take 83 days.

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

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

After all, Liu Tao cannot provide dozens or even hundreds of shield machines, and even if he does, there are not so many people who can operate them.

The 251-kilometer test section is under construction, and bridges, tunnels, and stations will also be constructed at the same time.

Even for this 251-kilometer test section, the Ministry of Railways also adopts segmented construction, and then finally connects them together.

The entire "Beijing-Kowloon Railway" will organize a total of one million railway workers to build it, so as to complete this century-old project.

This is the iron boss, who has strong enough organizational ability to organize one million railway workers for construction and manage it well.

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

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

Panshan Machinery Factory.

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

The EMU with 8 carriages will use this traditional locomotive to depart from Panshan Machinery Factory and arrive at Beijing Railway Station, and then conduct the "Beijing-Kowloon Railway" test section test.

In theory, this EMU should have a locomotive at the front and back, so that after the train arrives at the terminal, it does not need to turn the locomotive, but uses another locomotive as the locomotive, and only needs to turn the chairs in the carriage.

However, these railways are not 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. The seats are rotatable.

The interior of the carriage is very clean and beautiful, and no wires can be seen.

Because these wires are hidden!

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

This EMU will conduct a series of tests on the 251-kilometer test section of the "Beijing-Kowloon Railway", and it is expected to conduct a full-content test for two years.

As the lines completed by the "Beijing-Kowloon Railway" continue to lengthen, the test length will continue to extend.

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

"The high-speed rail EMU manufacturing plant must start construction, and this matter cannot be delayed." Liu Tao urged.

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

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

Since the EMU is manufactured and the core technology is mastered, it will naturally not be wasted. After all, not only China has a huge market, but also a huge market internationally.

Currently, only Kawasaki and Hitachi in Japan and TGV in France have mastered it in the world.

According to estimates, the newly formed Huaxia High-speed Railway EMU Production Group will develop into 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 parts and components, etc., and is expected to have 150,000 employees.

Now the registered capital alone is as high as 1 billion.

This is very rare in China now.

As for the construction of the factory, it will naturally not be in Yun Province, but in Beijing.

The Huaxia High-speed Railway EMU Production Group is registered in Beijing, and the factory will also be located in Beijing.

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

When the production and manufacturing 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 must open up the domestic market, open up the international market, and participate in international competition." Liu Tao urged.

The domestic market is currently limited. Even if the Beijing-Kowloon Railway is built, the railway boss will not purchase too many EMUs in a short period of time, because such an EMU with 8 carriages costs 150 million yuan.

The average price of one carriage is 18.75 million yuan!

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

Even the railway boss can't help but feel a toothache when he sees this price.

There is no way. It uses many new materials and technologies, and it requires investment in building a factory, but it is unwilling 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 social demand will increase.