The Beijing-Zhangjiakou Railway starts from Liucun, Fengtai, Beijing, and passes through Juyongguan, Badaling, Shacheng and Xuanhua in Hebei to Zhangjiakou. The total length is about 200 kilometers. Construction started in September 1905 and was completed and opened to traffic in 1909. It is China's first mainline railway that was built and put into operation by the Chinese without the use of foreign funds and personnel. The Qing government at that time appointed Zhan Tianyou as the chief engineer of the Beijing-Zhangjiakou Railway Bureau (later also served as the general office of the Beijing-Zhangjiakou Railway Bureau).
The Beijing-Zhangjiakou Railway started construction on September 4, 1905, was completed on August 11, 1909, and opened to traffic on October 2. The construction time was shortened by two years than originally scheduled; and the construction cost was also lower than the original budget. (7.29 million taels of silver), saving 350,000 taels of silver (some say it saved 280,000 taels of silver). The old station building of Beijing North Railway Station designed by Mr. Zhan Tianyou
Based on the Beijing-Zhangjiakou Railway, the Beijing-Baotou Railway was built through two constructions. After the founding of the Republic of China, the then Beiyang government built another section from Zhangjiakou to Suiyuan on May 1, 1921, and renamed it Pingsui Railway. In 1923, it was extended to Baotou and renamed Beijing-Baotou Railway. The Beijing-Zhangjiakou Railway became the first section of the Beijing-Baotou Railway between Beijing and Baotou. After the founding of the People's Republic of China, a section of the railway from Guang'anmen Station to the north from Handkerchief in Xuanwu District, Beijing to Xizhimen Railway Station was demolished, and Xizhimen Station (Beijing North Railway Station) became the starting and ending passenger station of the Beijing-Baotou Railway. The current kilometer mark along the Beijing-Baotou Railway is still calculated from the original starting point of Fengtai Liucun, Beijing, at the 0 kilometer mark. There has been no change, and the actual main line has been shortened by 12 kilometers.
Due to the poor passing capacity of the Guangou section of the original Beijing-Zhangjiakou Railway, an additional Fengsha Railway was built between Fengtai and Shacheng (Huailai) in 1952. The direction of the Fengsha Line is the route that Zhan Tianyou thought was better but was forced to abandon it due to the high cost.
After Zhan Tianyou died of illness in 1919, a bronze statue of Zhan Tianyou was erected at Qinglongqiao Railway Station in 1922. In 1987, a memorial hall for Zhan Tianyou was built near Qinglongqiao Station. 2009 is the 100th anniversary of the Beijing-Zhangjiakou Railway. Relevant parties have declared the remains preserved along the Beijing-Zhangjiakou Railway as cultural relics protection units.
[Edit this paragraph] Construction History
The Beijing-Zhangjiakou Railway is "separated by high mountains and ridges, with the most masonry and more than 7,000 feet of bridges. The road is dangerous and the work is difficult like no other place." In particular, "Juyongguan and Badaling have many mountains, steep rocks, and many curves. After examining the roads built in various provinces, this is the most difficult. Even many books in Taipei and Western countries regard these projects as extremely arduous." "From Nankou to Badaling, the distance is 180 feet, and every forty feet must be increased by one foot." After the news that China had built its own Beijing-Zhangjiakou Railway came out, foreigners sarcastically said that the Chinese engineers who built this railway were afraid Not yet born. Zhan Tianyou personally led the engineering team to survey the alignment. Due to limited funding from the Qing government and time constraints, Zhan Tianyou selected from the three surveyed routes from Xizhimen via Shahe, Nankou, Juyongguan, Badaling, Huailai, Jimingyi, Xuanhua to Zhangjiakou. The most difficult section in the construction of the Beijing-Zhangjiakou Railway at that time was the Guangou section from Nankou to Badaling. Not only was the terrain steep, but it also had a very steep slope.
In May 1905, the Beijing-Zhangjiakou Railway General Administration and Engineering Bureau were established, with Chen Zhaochang as the chief office, and Zhan Tianyou (third from right in front of the train) pictured when the Beijing-Zhangjiakou Railway was completed. Zhan Tianyou was the chief executive and chief engineer. In 1906, Zhan Tianyou was promoted to general office and chief engineer. Zhan Tianyou divided the Beijing-Zhangjiakou Railway into three sections: the first section from Fengtai to Nankou, the second section from Nankou to Kangzhuang, and the third section from Kangzhuang to Zhangjiakou. Construction of the Beijing-Zhangjiakou Railway started on September 4, 1905, and track laying began on December 12. On September 30, 1906, the first section of the project was fully opened to traffic. The second section of the project was completed in September 1908. On April 2, 1909, the train arrived at Xiahuayuan. After four years of construction, it was completed on August 11, 1909 and opened to traffic on October 2. The construction time was shortened by two years than originally planned; and the construction cost also saved 350,000 taels of silver compared with the original budget (some say it saved 280,000 taels). The total cost is only one-fifth of the price that foreign contractors used to charge. It can be said that it costs less, has good quality and is completed quickly. In the face of the facts, foreigners cannot help but be convinced. The Beijing-Zhangjiakou Railway is the first main railway line designed and constructed by the Chinese themselves. It is a glory to the Chinese people and the Chinese engineering and technical circles.
When building the Beijing-Zhangjiakou Railway, Zhan Tianyou made many pioneering achievements.
The Qinglongqiao section of the railway passes through Jundu Mountain. The height difference between the south entrance and Badaling is 180 feet, and the slope is extremely steep. The famous "herringbone" railway track of Qinglongqiao Station was designed and built using the retracement method within the 22-kilometer line section. The introduction of foreign high-horsepower locomotives and the use of dual-machine traction solved the problem of transportation power. Many foreign experts once asserted that the construction of the 1,092-meter-long Badaling Tunnel could not be completed by the Chinese alone without the use of advanced foreign machinery and technical personnel. Under the planning and command of Zhan Tianyou, the Badaling Tunnel was dug simultaneously from the north and south ends to the middle point of the tunnel. At the same time, two vertical shafts were dug in the middle, which could be dug in opposite directions to increase the working surface. Measures such as blasting with powerful explosives were used to rely on Manpower built this first long tunnel in China's road construction history.
In addition, the more important projects of the Beijing-Zhangjiakou Railway include the 200-meter-long Huailai Bridge with a steel frame structure, which is the longest bridge on the Beijing-Zhangjiakou Railway; the branch road from Xiahuayuan to Jimingyi Mining Area Although the section is not long, the project is extremely difficult. It faces the Yang River on the right and the rocky mountain on the left. A six-foot-deep channel should be opened on the mountain, and a seven-mile-long river bed should be raised at the foot of the mountain. Zhan Tianyou used the stones from the mountain to pave the way for the river bed at the foot of the mountain. In order to prevent flash floods from impacting the roadbed, cement bricks are used to protect it. Zhan Tianyou formulated unified railway engineering standards and traffic regulations, laying the foundation for the standardization of China's railway construction and management.
[Edit this paragraph] The story of the Beijing-Zhangjiakou Railway
The Beijing-Zhangjiakou Railway is about 200 kilometers long and was completed in 1909. It was presided over and built by Zhan Tianyou to connect Beijing and Zhangjiakou. It is a railway that is completely financed, surveyed, designed, constructed and constructed by China itself. The Beijing-Zhangjiakou Railway is China's first trunk railway that does not use foreign funds and personnel, and is designed and constructed by the Chinese themselves, completed and put into operation. It is a glory to the Chinese people and the Chinese engineering and technical community.
Before taking over the Beijing-Zhangjiakou Railway Project, Zhan Tianyou had worked for China's railway construction for nearly 20 years. During this period, he participated in the surveying and design of the Tianjin-Tongzhou Railway planned to be built by Li Hongzhang (the Tianjin-Tongzhou Railway that caused fierce controversy); participated in the construction of the Tianjin-Shanhaiguan Railway; and participated in the construction of the Luanhe River Iron Bridge that still exists today. .
To be precise, "the first railway built by the Chinese" is not the Beijing-Zhangjiakou Railway. In 1901, Cixi returned to Beijing from her escape and took a train for the first time on the way. The train left a good impression on her, and she proposed to take the train to Xiling to pay homage to the mausoleum in two years' time. So the Qing government urgently raised funds to build a branch line from Gaobeidian Station of the Beijing-Hankow Railway to the Imperial Mausoleum of Lianggezhuang. Liang Ruhao, a "young boy studying in the United States" who was the General Office of Railways inside and outside Guanhai at that time, presided over the matter and recommended Zhan Tianyou. Zhan Tianyou directed the project to be completed quickly and became prominent. This is the first railway independently built by the Chinese. Although it is only 37 kilometers, it is ironic: it is a railway built for the royal family to worship their ancestors.
Zhangjiakou is the gateway from Beijing to Inner Mongolia. The Beijing-Zhangjiakou Railway has obvious military, economic and political value. When news of the road construction came out, Britain, which had the most power in China, and Tsarist Russia, which regarded the area north of the Great Wall as its sphere of influence, were at loggerheads. They finally reached an agreement: If the Qing government did not borrow foreign debt and did not use foreign craftsmen, it would be entirely built by the Chinese. , neither party participates. In the view of Britain and Russia, backward China has no such ability at all, and they are waiting for the Chinese to ask for help when they reach a deadlock.
On May 3, 1906, Zhan Tianyou wrote to Mrs. Northob, his “parent” when he was studying in the United States. The letter said: “I am now the father of seven children—three daughters. Four men! I am currently the "Beijing-Zhangjiakou Railway Committee Office and Chief Engineer". This road is about 125 miles long and will have three tunnels. The longest one is three-quarters of a mile. This road is the first to be built entirely by Chinese engineers. I am responsible for the construction of the railway, and I hope we can complete it successfully."
Zhan Tianyou surveyed three routes. The second detour is too far and is not advisable. The third line is today's Fengsha Line. It was built from the south to the west of Beijing and passed through a large number of cemeteries, which created too many obstacles. Due to limited funding and tight time, Zhan Tianyou decided to take the first route, which was from Xizhimen via Shahe, via Nankou, Juyongguan, Badaling, Huailai, Jimingyi, Xuanhua to Zhangjiakou, with a total length of 360 miles.
When building railways near the capital, unexpected "prices" often have to be paid. The railway passes through the graveyard of a former Taoist priest. He is a relative of the royal family and has influence in both the government and the public. This person led the crowd to cause trouble, stopped the project, and privately offered heavy bribes to demand a diversion.
However, the north, south, and west are all the cemeteries of the powerful. It would be a huge waste to change the routes. Zhan Tianyou endured the humiliation and spent a lot of time dealing with the powerful, and finally allowed the railway to pass outside the tomb wall. However, in order to maintain the "feng shui", they agreed to build another river and send officials to burn incense and offer sacrifices. After the road was completed, a monument would be erected to commemorate it. The engineering staff were indignant, but Zhan Tianyou said that as long as the railway could be repaired, other minor issues could be tolerated.
Construction officially started on September 4, 1905, and track laying began on December 12. At the beginning of the construction of the railway, a coupler chain of a construction vehicle broke and the carriage derailed. Zhan Tianyou thought of a way: add the automatic hook invented by American Jenny to each carriage to combine it into a solid whole to ensure safety when climbing hills. On September 30, 1906, the first section of the project was fully opened to traffic, and the second section of the project started at the same time. The difficulty of the whole line lies in Guangou. This area is full of mountains and cliffs. The engineering difficulty was unprecedented in the country at that time and rare in the world. The slope is extremely steep, and the height difference between the south entrance and Badaling is nearly 60 meters. First, the four tunnels of Juyongguan, Wuguitou, Shifosi and Badaling must be opened. The Juyongguan Tunnel is 400 meters long; the longest Badaling Tunnel is 1,092 meters long. It not only required precise calculations and correct command, but also required new types of rock-cutting machines, ventilators, and water pumps, none of which were available in China at that time. They had to rely on the hands of workers. The Badaling Tunnel uses both the north and south ends to dig into the middle point of the tunnel at the same time. But the tunnel is too long, and two vertical shafts are dug in the middle, which can be dug in opposite directions, so there are six working faces at the same time. Zhan Tianyou used the principle of "folding lines" to build a "herringbone" route to reduce the climbing gradient, and used pull carts at both ends to cross.
On October 24, 1906, Zhan Tianyou wrote in a letter to Mrs. Northop: "It is true that I am very lucky to be appointed to my current job. China has gradually awakened and is in urgent need of railways. Now All over the country, Chinese engineers are being recruited. China wants to use its own funds to build China's own railways. It seems that I have become the best engineer in China, so all Chinese and foreigners are watching my work closely. It is not only my personal misfortune, but also the misfortune of all Chinese engineers and all Chinese people, because Chinese engineers will no longer be trusted by people in the future!" "Before I was appointed to this job, and after I took office, many foreigners publicly declared that China Engineers would never be able to take on such an arduous task, as they have to cut mountains and build extremely long tunnels! "But I have worked hard and have built a section so far. I am attaching a newspaper clipping to let you know that I was in New Haven back then." A Chinese child under your supervision has now completed and will continue to complete the tasks in the future. His early education was completely indebted to you! "... This fully reflects the patriotism and national responsibility of Chinese intellectuals! .
On December 11, 1906, during the most tense days of the project, Zhan Tianyou wrote in a letter to Nosoub’s son and his boyhood friend Willie: At present, China is in a state of extreme crisis. In an unstable situation, she is conducting costly experiments and striving for innovation. But no one can predict what will happen in the future. My current railway requires me to only use Chinese people to build it. If I have the right. I would be happy to introduce you to a job. Unfortunately, I am now ordered not to hire foreign employees.
The difficulty of the third section of the Beijing-Zhangjiakou Railway is second only to Guangou. The first thing I encountered was the Huailai Bridge, which is the longest bridge on Beijing-Zhangjiakou Road. It is erected by seven 30.48-meter-long steel beams. The bridge was successfully completed under the command of Zhan Tianyou.
The Beijing-Zhangjiakou Railway was originally planned to be completed in six years. With the efforts of Zhan Tianyou, the entire line was opened to traffic on August 11, 1909, two years ahead of schedule. Not only did the project not exceed the budget, it also saved 350,000 taels of silver (some say it saved 280,000 taels of silver).
On September 6, 1912, Sun Yat-sen took a train from Beijing to Zhangjiakou for inspection. When inspecting Zhangjiakou Railway Station, Sun Yat-sen gave a speech and highly praised Zhan Tianyou's creation of this amazing work that brought glory to the nation.