川藏铁路的拓荒者
云端传奇：川藏铁路初探
文：本刊记者 彭纳
成都，拉萨，一个地处四川盆地，一个位于世界屋脊,地图上直线距离显示为1250公里。从万米高空向下俯瞰，层峦叠嶂的山峰、奔腾呼啸的大江像无形之手刻下的道道沟壑，将两地远远隔开。如今，一条全长1572千米的铁路，将翻越大自然设下的屏障，跨过奔流千年的江河，从海拔500米的成都平原，历经“八起八伏”，累计爬升14000多米，一路盘亘到达海拔4000多米的青藏高原。
此处借鉴超边际经济学关于家庭分工与专业化的理论，通过一个简要的几何模型进行理论分析，如图1所示。为使模型分析尽可能简单，且又不失一般性，需要在分析之前作出三点假设:其一，家庭成员分工与专业化选择的目的是为了实现家庭效用最大化。由于对于农户家庭而言，经营农地从事农业生产与脱离农地进行非农生产可以看做是家庭生产的两种“产品”。为此，我们假设农业生产中的农地经营数量和非农就业中的区域距离，分别为农户家庭及其个人生产的两种“产品”。
齐海峰想先试试也行，李红倒是很认真。没过几天，菜站从上到下，包括领导都知道他们俩的关系了。齐海峰敢甩掉李红，那就是玩弄人家情感的不良青年。
“我深深感到，在西南复杂山区诞生一条铁路是何其艰难。但是，从没有一条铁路像这条，令人望而生畏却又热情高涨……”令中铁二院副总工程师林世金感慨万千的正是修建中的川藏铁路。
2018年10月10日，习近平总书记主持召开中央财经委员会第三次会议，全面启动川藏铁路规划建设工作。作为五条进藏铁路之一的川藏铁路，分为成雅铁路（成都-雅安）、雅林铁路（雅安-林芝）、拉林铁路（拉萨-林芝）三段。据悉，2014年底成雅段和拉林段两头开工，其中成雅铁路在2018年底已建成通车，拉林段桑珠岭隧道已于2018年1月17日正式贯通。三段当中，里程最长、施工难度最大的雅林段，在2018年底破土动工，修建时长为10年左右，预计2030年该路段通车后，川藏铁路将实现全线贯通。
二十年磨一剑
从西部交通运输网络的分布来看，多年来，连通四川和西藏的除了探险者青睐的川藏公路外，只有一趟成都开往拉萨的旅客列车，列车从成都出发，途径兰渝铁路至兰州、经西宁、德令哈、格尔木、那曲，最终抵达拉萨，单边耗时30多个小时 。由于运行线路长、客流少等原因，这趟列车一直都是隔日发车。因此，川藏铁路的修建在当下意义重大。
规划建设川藏铁路，对国家长治久安和西藏经济社会发展具有重大而深远的意义，一定把这件大事办成办好！
——习近平
Planning and building the Sichuan–Tibet Railway is of profound significance for the country's long-term stability and the economic and social development of Tibet.Hence, the project must be processed well.
采用MRI与CT诊断胰腺癌具有显著的应用效果，方便临床明确疾病情况。CT虽然具有一定的确诊率，但是在小病灶的诊断中，此种诊断方法所获得的效果并不理想，而MRI可以弥补CT不足，此种诊断方法可以有效判断胆管梗阻情况，具有较高的确诊率，为临床进一步诊治提供可靠有效的依据。
——General Secretary Xi Jinping
早在上世纪50年代，中铁二院就已踏上“征途”，开始对进藏铁路进行研究，多次赴沿线考察踏勘的专家们，成为了川藏铁路最初的拓荒者。但因建设难度大、科技要求高，计划暂时被搁置。
中国科协副主席、中国铁路总公司总工程师、中国工程院院士何华武曾在川藏铁路建设难度学术交流会上道出了川藏铁路的建设难点，“川藏线途经多个差异巨大的地貌单元，以及高地震烈度区、山地灾害频发区等灾害集中区，选线选址需同时解决地形、地质、气候等综合性问题。”
王代远还谈到，从长远来看，修建川藏铁路对于促进西藏东部融入成渝经济圈，加强西藏与四川在传统合作的层次上提高到更高的等级具有重要作用。作为交通大动脉，铁路是现代交通最重要的类型，只有形成网络才会发挥更大的经济效益。青藏铁路的通车改变了西藏不通铁路的历史，填补了其铁路交通上的空白，对经济的促进作用已经初步呈现。当川藏铁路与青藏铁路形成环线后，这种促进作用将更加明显。
王筑是中铁二院的测量工人，跟随踏勘团队，在一个隆冬的上午来到了安拉隧道完成放线工作，隧道进口海拔3300米，顶线海拔4300米，由于缺氧，每爬十来米王筑就要停下来歇一歇，当测量工作完成时，太阳已经快下山了。“上山难下山更难。”王筑边回忆边说道，当时，身旁两侧一边是望不到顶的雪峰，一边是深不可测的峡谷，王筑只能将仪器绑在胸前，半躺在雪地上手脚并用地往下挪。
One morning in the depths of winter, CREEC's surveyor Wang Zhu together with the field survey team came to Anla Tunnel to complete the setting out work.As the tunnel is 3,300 meters high at the mouth and 4,300 meters high at the top line, Wang Zhu had to stop climbing for a break every ten or so meters because of hypoxia.When he completed the survey work, the sun was already about to set."It is more difficult to go downhill than to climb uphill," recalled Wang Zhu.At that time, the tunnel was flanked by endlessly high snow peaks and bottomlessly deep gorges, so he had to half lie on the snow-covered ground and inch down on all fours, with the instruments fastened to his chest.
特别地，当△ABC是顶角∠BAC=120°的等腰三角形时,点P为△ABC内的任意一点且到△ABC三个顶点A、B、C的距离分别为PA=a、PB=b、PC=c.满足条件asinα+csinγ>bsinβ、bsinβ+csinγ>asinα、asinα+bsinβ>csinγ.易知：
正如林世金所说，这条线路虽然令人望而生畏，却又有让大家热情高涨的魔力。
一次在西藏昌都，看着从勘察现场颠簸到半夜才回驻地的工程师们满身泥泞地从车上下来，当地政府工作人员忍不住感慨：“现在连我们当地人都不敢进的深山你们进去了，连牦牛都不愿上去的荒岭你们也上去了。”
当林世金和团队一头扎进大自然的壮阔之中时，他们对“鬼斧神工”四个字也有了别样的理解。由于川藏铁路要穿越印度板块和欧亚板块的碰撞缝合带，线路在经过变化多端的地形、地貌的同时，常常伴随着地震、滑坡、崩坍、泥石流、冰湖溃决等地质灾害。而线路在横跨大渡河后，马上进入折多山区，山河之间的航空距离只有51公里，但铁路却要面临陡然爬升2500米巨大高差的难题……如此种种，都是横亘在建设者们面前的一道道“超级难关”。
巨型过山车背后的“超级难题”
在拉萨开川菜馆的王老板听说川藏铁路全面开工后激动不已，“听说川藏铁路通车后，从拉萨乘火车十几个小时就到成都了，我和老婆都高兴得很。每年回成都过年，我们都要坐差不多两天的火车，非常难熬，以后我们早上出发，下午就可以到家了。”
面对四川、西藏多样的地形、地貌以及恶劣的气候环境，如何选择一条优质的路线是摆在工程师面前的一道难题。
谈起这个问题，林世金举了一个例子，线路需要穿越横断山脉，那么这条线应该怎么走？三个方案摆在了讨论桌前，第一是经理塘—昌都，第二是经甘孜—昌都，第三则是沿318国道修建。经甘孜、昌都方案又提出了经道孚、经新龙两个子方案。综合比较了地形地质、分析了各种优劣，考虑经济据点、综合交通，经过反复讨论，最终第一方案入选。而在设计桑日至加查段时，工程师们采取了沿雅鲁藏布江走的保守设计方案，但当实地勘测时，大家发现，沿江两岸全是严重的危岩落石，工程地质条件极差，3000多米高差的峡谷，就算一块鸡蛋大的石头滚下来打到列车上，后果也不堪设想，经过反复琢磨，两跨雅鲁藏布江的方案诞生，这一优化，为国家节省投资1亿零61万元。而且由于线路缩短了1.84公里，通车后，每年还将继续节约200万元以上的运营费用。
从成都到拉萨，川藏铁路需要跨越四川盆地、青藏高原，而中国最长、最宽和最典型的南北向山系——横断山脉横卧其间，各条山脉之间，镶嵌着大渡河、鲜水河、雅砻江、金沙江、澜沧江、怒江等河谷，组成了岭谷相间、山重水复的巨大山原，岭谷之间的高差达两三千米。为消除这种高差地形带来的影响，川藏铁路大量采用高桥、隧道设计，据悉，全线桥隧比达92.9%。在面对短距离高落差的难题时，设计师们采用了大坡度、高桥长隧的方式来解决，将来铁路通车后，乘客们可以在76公里的路段明显感觉到大坡度的攀爬轨迹，这也是目前国内最长的坡度地段。
伴随以上问题的还有板块强烈碰撞挤压抬升引发的强烈地震；平均海拔4000米左右，因积雪融化产生的崩坍、冰湖溃决、岩爆、风积沙、泥石流、峡谷风、季节性冻土等问题，据悉，与铁路规划同步开展的，还有50多项“减灾选线”的研究。中铁二院总经理朱颖认为，山区铁路选线技术已经从地形地质选线发展到减灾选线阶段，川藏铁路正是遵循了复杂艰险山区铁路减灾选线的理论和技术。
传统媒体与互联网媒体机制不同，只有在政府的支持下，才能够完全与社会相适应，二者的融合才能更加有效发展。
经过3年多奋战，2018年1月17日川藏铁路拉林段桑珠岭隧道贯通。据中铁五局桑珠岭隧道项目负责人朱胥仁介绍，隧道修建中，对施工作业环境影响最大的当属超高地温。在这里，岩温最高达到了89.9℃，隧道内的温度最高达到了56℃。而对隧道施工风险最大的则是岩爆，岩爆发生时伴随岩块弹射、抛射现象，岩块弹射最大距离达25米，威力堪比枪械。正是得益于对“减灾选线”的扎实研究，在雅林段的设计中，线路尽可能减少了隧道高地温、强岩爆、大变形等一系列施工难题。
13小时以外的意义
总投资约3000亿，设计速度200km/h，部分路段限速160km/h，川藏铁路从天府之国成都始发，经蒲江、雅安、理塘、昌都、林芝、山南，13小时后驶抵西藏首府拉萨。这条云端“天路”通车带来的意义，绝不仅仅是提速20个小时这么简单。
在2015年西藏自治区十届人大三次会议上，西藏确立了对接“一带一路”和孟中印缅经济走廊，推动环喜马拉雅经济合作带建设，构建对内对外开放型经济新格局的发展理念。据悉，环喜马拉雅经济合作带以樟木、吉隆、普兰口岸为窗口，以拉萨、日喀则等城市为腹地支撑，面向尼泊尔、印度、不丹，发展边境贸易、国际旅游、藏药产业以及特色农牧业、文化产业等。西藏自治区社科院经济战略研究所所长王代远表示，经济合作带的打造，将为西藏的发展带来前所未有的机遇。抓住此契机，西藏将实现交通、贸易、金融、能源和现代物流业等领域的升级，促进社会经济的快速发展。
"The Sichuan-Tibet Railway runs through not only many distinct geomorphic units, but also disaster areas like high earthquake intensity areas and areas vulnerable to mountain hazards, so many aspects like topography, geology and climate should be taken into consideration as a whole in deciding on its route and location," said He Huawu, vice chairman of China Association for Science and Technology, chief engineer of China Railway and academician of Chinese Academy of Engineering, at the academic seminar of "Challenges and Strategies in Sichuan-Tibet Railway Construction".
随着无人机飞控系统的完善，虽然可有效保证其作业效率，但是操作不当和故障失控等问题的滋生，使无人机面临毁机和摔机风险。相关数据显示，辽宁省共有4起植保无人机碰触高压线事件，3辆无人机处于报废状态。而在此过程中，摔机引起的零部件损坏问题，导致其维修成本相对较高，几千至上万不等，二者也会增加购机户的成本投入［6］。
川藏铁路的通车无疑将为这一发展理念注入强大动力。此外，川藏铁路的修建，还将打通中国长江经济带与南亚陆路经贸通道。届时，中国华中、华东、华南地区通往南亚的陆路通道有望因此形成。
当中铁二院拓荒者们的身影再次行进在西南群山中时，已经是2008年，这一年，新一轮的川藏铁路建设启动。中铁二院主管川藏铁路勘察设计工作的副总工程师林世金和整个团队兴奋地踏上了前人走过的路。
中铁二院总经理朱颖（左二）带领团队在川藏铁路沿线进行考察勘探
由中铁二局承建的川藏铁路成雅段T梁架设施工工程
据估算，未来川藏铁路直接吸引范围面积约为52万平方公里，人口约2360万。此外，还将辐射相邻旅游区的建设，比如川西南、滇西北等。在川藏铁路的辐射下，马尔康卓克基土司官寨、有4000多年历史的昌都卡若遗址；雪山、草原等自然生态景观，藏着巨大的资源开发和经济发展潜力，这些当初因为交通条件限制发展的问题将在未来得以解决。“长期以来，交通一直是制约西藏经济发展的瓶颈，虽然目前有所缓解，但是仍然存在很大的限制。川藏铁路建成后，将建立一个快捷的大容量通道，大量的游客将通过川藏铁路到达拉萨，这就把区外的消费转变为区内消费，进一步带动西藏旅游业的增长。”王代远分析道。
"I could deeply feel how extremely hard building a railway across geographically complicated southwestern mountainous areas would be.However, never a railway like it has left us torn between deep fear and great enthusiasm..." Lin Shijin, deputy chief engineer of China Railway Eryuan Engineering Group Co., Ltd.(CREEC), said with emotion at the mention of Sichuan-Tibet Railway currently under construction.
和青藏铁路“缓坡式”上升不同，川藏铁路呈“台阶式”上升模式。高低落差之大，工程师们形象地称其为“巨型过山车”，要完成这项世界上技术难度最大的超级工程，也必须解决好其带来的“超级难题”。
川藏铁路，这条历时几十年的超级工程，承载了太多人的心血与汗水，也承载了太多人的期许与渴望。我们期盼着，2030年左右，这条钢铁巨龙在群山沟壑中向着远方飞跃、飞跃……
A cloud-kissing legend: a glimpse into Sichuan–Tibet Railway
How long is 1,250 kilometers on the map? Just imagine a trek from Chengdu, a low-lying city in Sichuan Basin to Lhasa, a high-lying city on the Tibetan Plateau, the "Roof of the World".Looking down from a height towering about 10,000 meters, views are a constant source of rolling lofty mountains and billowing mighty rivers which have left the two cities far apart like one after another deep ravine carved by an invisible hand.Now, a 1572 kilometer long railway will start from 500-meter-high Chengdu Plain, and climb onto over-4,000-meterhigh Tibetan Plateau.Over the course, it will negotiate myriad natural barriers and surging rivers with "eight ascents and descents", and the accumulated height it will climb reaches more than 14,000 meters.
从没有一条铁路像这条，令人望而生畏却又热情高涨……
On October 10, 2018, General Secretary Xi Jinping presided over the third meeting of the Central Committee for Financial and Economic Affairs, marking the all-round efforts in materializing the construction plan for the Sichuan-Tibet Railway.As one of China's five railways to Tibet, the Sichuan-Tibet Railway consists of three segments, namely Chengdu-Ya'an railway, Ya'an- Nyingchi railway and Nyingchi-Lhasa railway.According to reports, construction of Chengdu-Ya'an railway and Nyingchi-Lhasa railway started in late 2014, advancing the project from both ends.Some headway has been made respectively — Chengdu-Ya'an railway started operating in late 2018 and Sangzhuling tunnel began to be operated on January 17, 2018.Significantly, Ya'an-Nyingchi railway- the most difficult and longest segment-broke ground in late 2018, and is scheduled to be finished by 2030.In other words, the Sichuan-Tibet Railway will open to traffic about ten years later.
Twenty years of devotion makes a railway legend happen
West China's transportation network branches from Chengdu to Lhasa with only one passenger train, complemented by the Sichuan-Tibet Highway which is often preferred by Tibet-bound adventurers.Starting from Chengdu, making a detour at Lanzhou via Chongqing-Lanzhou Railway, passing by Xining, Delingha, Golmud and Nagqu and entering Lhasa, this only train takes travelers as long as over thirty hours for a oneway trip.In addition, due to the long journey time and low throughput, it has been operating every other day since opening to traffic.Therefore, building the Sichuan-Tibet Railway is of great significance to meet shortterm needs.
As early as the 1950s, CREEC has embarked on a "trek" — for years, its experts have conducted many theoretic studies and field trips on Tibet-bound railways, making them the first pioneers of the Sichuan-Tibet Railway.Yet, a high degree of difficulty and a high demand on technological sophistication have shelved its construction plan.
In dual-frequency ambiguity estimation,N observables of Ndcalculated by N epochs are averaged to reduce the effects of noise.Ultimately,the standard deviation of Ndis given by
彩色铅笔的笔芯和普通铅笔是不一样的，它没有使用黏土制作，而是将能涂出颜色的颜料、能使书写更顺滑的滑石粉或蜡、起凝固作用的黏合剂等和水一起充分混合，最后制造出五颜六色的彩色铅笔芯。由于没有经过普通铅笔芯的高温烧烤过程，彩色铅笔芯更加柔软。
It was until 2008 that CREEC's pioneers embarked on a field trip again to mountain ranges in China's southwest.This year has witnessed the launch of a new round of construction works of the Sichuan-Tibet Railway.Hence, Lin Shijin, the then deputy chief engineer of CREEC in charge of survey and design work of the Sichuan-Tibet Railway, led his team to follow the beaten track blazed by his predecessors with great enthusiasm.
这座1 MWt泳池堆由法国提供，以高浓铀为燃料，1955年5月启动建设，1956年8月首次临界，主要用于生产同位素，并开展基础研究、屏蔽实验、中子活化分析以及中子探测器实验。
Just as engineer Lin said, though this route is very daunting, it has cast a spell to keep the team in high spirits.
One day at Qamdo, Tibet, a group of engineers returned to their encampment from field survey in the midnight, their bodies covered in mud.Seeing that, even local officials cannot help exclaiming,“Now, you have left your footprints in the depths of mountains that daunt our locals and the deserted ridges that disgust our yaks.”
When Lin and his team devoted themselves to exploring the splendid nature, "superlative craftsmanship" was getting to them differently.Because the railway has to traverse the collision and suture zones between Indian and Eurasian plates, the route is bound to run through regions accompanied by all kinds of geological disasters due to sharp changes in terrain and landform, like earthquake, landslide, collapse, debris flow and glacial lake outburst.Significantly, it is all the more so in the case of section that runs through Dadu River and Zheduo Mountain.Despite a flying distance as short as 51 kilometers between the two spots, the railway has to wind upwards as high as 2,500 meters ...
Super difficulties behind building the "giant roller coaster"
Unlike the Qinghai-Tibet Railway that is routed along a gentle slope, the Sichuan-Tibet Railway indeed mounts many "stairs".With a sharp drop height, engineers aptly described it as a "giant roller coaster".To complete this world's most technically difficult project, a succession of accompanying "super difficulties" must be risen above.
Given the diversity in terrain and landform as well as the bad weather of Sichuan and Tibet, how to plan a quality route is quite a nut to crack for engineers.
At the mention of this problem, Lin expounded by taking an example like the section needs to run through Hengduan Mountains, the best alternative route has become a tough choice.At that time, three alternatives were put on the table——Litang County-Qamdo City, Garze County-Qamdo City and a route along China National Highway 318.In particular, for Garze County-Qamdo City alternative, two detailed options, Garze County-Dawu County-Qamdo City and Garze County-Nyarong County-Qamdo City, were put forward.Based on a comparative analysis of advantages and disadvantages in terrain and geography, and a comprehensive analysis of economy and transportation, the first alternative was chosen after repeated discussion.When designing the Sangri-Gyaca County section, engineers decided on following the conservative route along Yarlung Zangbo River at first.But, after field trips, they found that the river is lined by many dangerous and fallen rocks, leading to the poor engineering geological condition; the canyon nearby has a drop height of more than 3,000 meters, which means even if an egg-sized rock fell on the train, it would have dire consequences.For that reason, the plan of crossing Yarlung Zangbo River twice was developed after careful deliberation.In addition, the improvement plan has cut down investment by RMB 100.61 million Meanwhile, as the line is shortened by 1.84 kilometers, more than RMB 2 million of operational costs will be saved annually once the train opens to traffic.
Starting from Chengdu to Lhasa, the Sichuan-Tibet Railway needs to traverse Sichuan Basin, Tibetan Plateau, and in particular Hengduan Mountains, China's longest, widest and most typical north-south mountain range.With Dadu River, Xianshui River, Yalong River, Jinsha River, Lancang River, Nujiang River and other river valleys sandwiched between the mountains, there lies a vast mountain plateau featuring a crisscross pattern of ridges, valleys, mountains and rivers with a drop height of two or three thousand kilometers from ridges to valleys.To eliminate the effect of significant terrain elevation differences, the railway designers have turned to a heavy use of high bridges and tunnels.According to reports, about 92.9% length of the alignment will be tunnels and bridges.Faced with a drastic drop height over a short distance, designers took advantage of the "great gradient,high bridges and long tunnels" method to overcome the difficulty.In the future after the railway opens, travelers can experience a noticeable steep climb trajectory when the train runs across the sections with a speed of 76 km/h.The longest gradient section in China is achieved in the construction of the railway.
In addition to the design gradient, the sharp drop height also brings about other difficulties, such as strong earthquakes caused by drastic collision, extrusion and lifting between plates, devastating collapse and bursts caused by melting ice and snow in regions with an altitude of about 4,000 meters, and other problems like glacial lake outburst, rock burst,aeolian sand, debris flow, canyon wind and seasonal frozen soil.According to relevant reports, over 50 scientific studies on "disaster prevention and route selection", therefore, have been conducted in tandem with the planning work for the railway.Zhu Ying, CREEC's general manager, held that as technologies for railway alignment in mountainous regions has shifted focus from topography and geology to disaster prevention, the Sichuan-Tibet Railway has been routed based on the disaster-preventionfocused alignment technology and theory for complicated and dangerous mountainous regions.
Thanks to more than three years of hard work, Sangzhuling Tunnel in Nyingchi-Lhasa section was completed on January 17, 2018.According to Zhu Xuren, head of Sangzhuling Tunnel project of China Railway No.5 Engineering Group Co., Ltd., during constructing the tunnel, the biggest affecting factor for the construction environment is the super high terrestrial heat.Here, the temperature of rocks and inside the tunnel reaches 89.9℃and 56℃ respectively at the highest.Yet, the biggest danger for tunnel construction is the rock burst, for it is always accompanied by rock catapulting and casting.With a farthest range of 25 meters, rock catapulting has the force that matches weapons.Therefore, if it were not for the solid studies on "disaster-prevention-focused alignment", the tunnel construction should not have reduced a series of difficulties like high terrestrial heat, strong rock burst and serious deformation in designing Ya'an-Nyingchi Section.
Significance beyond the 13-hours travel time
With a total investment of about RMB 300 billion and a design speed of 200km/h (160km/h in some sections), the Sichuan-Tibet Railway starts from Chengdu, passes by Pujiang, Ya'an, Litang, Qamdo, Nyingchi and Shannan, and enters Tibet's capital Lhasa with a travel time of 13 hours.However, once opening to traffic, this cloud-kissing "sky road" will benefit the regions along it in many ways, definitely much more than cutting the travel time by twenty hours.
时至今日，“泰诺”投毒案仍未告破，强生公司的10万美元奖金还无人领取。但我们相信在安保体系更加完善的今天，恐怖袭击的阴霾终将消散。
At the Third Session of the 10th People's Congress of the Party Committee and Government of Tibet Autonomous Region in 2015, Tibet articulated the development concept of forming a new economic pattern featuring inward and outward openingup by synergizing the Belt and Road Initiative and the Bangladesh-China-India-Myanmar Economic Corridor and advancing the construction of the Economic Cooperation Belt along Himalayas.According to reports, with an eye to Nepal, India and Bhutan, the Economic Cooperation Belt around Himalayas will take Zhangmu, Gyirong and Pulan ports as the windows and Lhasa, Shigatse and other borderland cities as the underpinning to develop industries like border trade, international tourism, Tibetan medicine, agriculture and husbandry with Tibetan characteristics and culture.Wang Daiyuan, director of Tibetan Academy of Social Science, believed that building the economic cooperation belt will create unprecedented opportunities for Tibet's development.If these opportunities can be seized, Tibet will be able to achieve the upgrading in transportation, trade, finance, energy, modern logistics and other sectors, and thus advance its rapid economic and social development.
Once opening to traffic, the Sichuan-Tibet Railway will certainly infuse strong impetus into this development concept.In addition, the railway will also create a passage between the Yangtze River Economic Belt and the commodity passageway to South Asia via the land route.By then, the railway will help Central China, East China and South China find a way forward on a land route to South Asia.
Wang also noted that in the long run, the Sichuan-Tibet Railway will play an important role in integrating eastern Tibet into Chengdu-Chongqing Economic Zone and adding another dimension to Tibet-Sichuan traditional cooperation.As China's key traffic artery, railway is the most important mode of modern transportation.Only by forming a network can the economic benefits brought by railway transportation be maximized.In 2006, Qinghai-Tibet Railway began operation, making railway transport into Tibet possible for the first time in history.Now, its strong boost to economic growth has taken effect in basic ways, and will become even more prominent after it is linked with the Sichuan-Tibet Railway to form a ring line.
According to some estimates, once completed, the Sichuan-Tibet Railway will directly affect about 520,000 square kilometers and about 23.6 million people.In addition, it will drive the construction of neighboring tourist areas, like counties(districts) and cities of southwestern Sichuan and northwestern Yunnan.Within the reach of Sichuan-Tibet Railway, cultural relics like Zhuokeji Chieftain’s Fortress at Sichuan's Barkam Town and over-4,000-year-old Karuo Cultural Site at Tibet's Qamdo City and ecological landscapes like snow mountains and prairies, it abounds with vast resources development and economic growth potentials.However, the underdeveloped transportation has remained a long-standing barrier to its development, which will be removed by the railway."Transportation has been a bottleneck for Tibet's economic growth for a long time.Although the situation is improving, it still remains a somewhat barrier to local development.Upon completion, the Sichuan-Tibet Railway will provide a convenient and high-capacity option for Lhasa-bound tourists, thus converting external consumption into internal consumption and further booming Tibet's tourism," Wang analyzed.
根据评价结果可以看出，指标值0.8086，处于评价水平的“高”(1.0000)和“较高”(0.7824)之间.由此可以判断青岛市智慧城市建设公众参与水平为较高以上，但与高水平还具有较大差距，说明该市智慧城市建设中公众参与水平仍有很大的提升空间.
On hearing the news that the Sichuan-Tibet Railway will break ground, Mr.Wang who opens a Sichuan-style restaurant in Lhasa said with excitement, "It's reported that the travel time from Lhasa to Chengdu will be reduced to over ten hours once Sichuan-Tibet Railway opens to traffic.Both my wife and I are overjoyed over the news.Every year, we have to experience a tough trip that lasts about two days by train to go back to Chengdu for the Spring Festival.Yet, once the Sichuan-Tibet Railway begins operation, we can depart from Lhasa in morning and arrive at Chengdu in afternoon.”
As a super project that spans several decades, the Sichuan-Tibet Railway not only embodies the time and energy devoted by enormous people but also carries the expectation and aspiration of myriad people.We are hoping that by 2030, this "steel dragon" will fly above one after another mountain and canyon into the far distance...
X射线入射腔体，与腔体介质发生相互作用，主要是光电效应，在端面的内、外壁面分别向腔外和腔内发射光电子，从而在系统周围和内部激励电磁脉冲，产生的电磁场为TM模。
该文采用SPSS 26.0统计学软件进行数据分析，计量资料采用（±s）表示，进行 t检验，计数资料采用[n（%）]表示，行χ2检验，P＜0.05为差异有统计学意义。
责编：雷怡安