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The old and new China railways lasted 120 years, and the new China railway achieved several times, ten times or even dozens of times more achievements than the old China railway in about13 less time than the old China railway.
Steel roads extend in all directions, and the skeleton of the road network intersects vertically and horizontally. Over the past decades, the state has built more than a dozen trunk lines in the northwest and southwest, such as Chengdu-Chongqing, Baocheng, Sichuan-Guizhou, Guikun, Hunan-Guizhou, Cheng Kun, Xiangyu, Tianlan, Lanqing, Lan Xin, Baolan, Qinghai-Tibet (to Golmud) and Northern Xinjiang, which has increased the railway mileage of these two regions from about 6% to more than 24%. Some trunk lines and branch lines have also been built in coastal and inland areas such as East China, North China, Northeast China and Central South China. The two major railway trunk lines, Beijing-Kowloon and Nankun, which have been completed in recent years, have added a new artery running through the north and south to the road network and opened up a new traffic artery for developing the economy and culture of East China, South China and Southwest China.
Over the past 50 years, various rolling stock plants have produced more than 23,700 locomotives (including more than 9,700 steam locomotives, more than 65,438 diesel locomotives and more than 2,800 +0 165438 electric locomotives), more than 45,600 passenger cars and more than 696,700 freight cars. These locomotives and rolling stock not only meet the demand of the railway itself, but also supply a considerable number of domestic and foreign.
The new China railway industry has formed a multi-variety and multi-type independent production system to meet the needs of railways. It also produced bridges, communication signals, concrete sleepers, loading and unloading, road maintenance, construction and other equipment and machinery needed by the railway sector. The production of these products has made great progress in quantity, variety and quality.
Passenger and freight volume has increased, and the station bus service has been improved day by day. In the past 50 years, the railway department has continuously improved the transportation organization, improved the management level of passenger and freight transportation, and vigorously tapped the transportation potential. In addition to the "Cultural Revolution" years, the national plan was completed and exceeded every year, which basically met the growing transportation demand; Since the reform and opening up, according to the economic division and the situation of freight flow and car flow, the layout of the railway bureau has been further adjusted, with the addition of heavy-haul combined freight trains, the expansion of passenger train formation, the improvement of train running speed, the operation of tourist trains and intercity "public transport" and other quality trains, and the use of computer networks to sell tickets in big cities such as Beijing, Guangzhou and Shanghai. At the same time, continuously improve the service level of station personnel, extend transportation services, change the style of "iron boss" and educate employees to be intimate people of passengers and shippers.
In the past 50 years, the level of railway passenger and freight transportation in China has been continuously improved. Compared with 1998 in the Ninth Five-Year Plan and 1957 at the end of the First Five-Year Plan, the average total traction weight of freight trains increased from 1520 tons to 2,633 tons, the average travel speed of passenger trains increased from 34.8 kilometers to 54.5 kilometers, and the average travel speed of freight trains increased from 25.2 kilometers to 365,457. The freight density per operating kilometer increased from 5.039 million tons km to 26.5438+0.294 million tons km, and the passenger and cargo conversion turnover increased from 6.5438+0.707 billion tons km to 6.5438+0.5952 billion tons km.
Educational science and technology have developed unprecedentedly, and there are people who have succeeded in tackling key problems. In the early days of the founding of New China, there were only two specialized universities, 1 Institute of Railway Technology, and a few secondary specialized schools and technical schools. There are no more than 1000 students in two universities. At present, there are 10 institutions of higher learning, 50 secondary specialized schools, 97 technical schools, and a large number of staff and workers' universities, technical secondary schools and various cadre management colleges. 10 institutions of higher learning generally establish a bachelor's degree system, and most disciplines can be awarded master's degrees. Southwest Jiaotong University, North Jiaotong University and Changsha Railway Institute can also award doctoral degrees in bridges, tunnels and structural engineering, railway traction electrification and automation, railway information and control, probability theory and mathematical statistics respectively. 10 university with more than 52,000 students.
Today, the Research Institute of the Ministry of Railways has several research institutes including transportation, locomotive, railway construction, communication, measurement and computer, and has branches in the northwest and Shenzhen. The scientific research team with thousands of people has gradually developed into a comprehensive and multidisciplinary research and experiment center, a science and technology information center and a product quality inspection center specializing in railway science and technology issues, and has fully undertaken the task of studying and solving major technical key problems in railway transportation production and construction. The industrial, infrastructure and health departments of the railway system, as well as universities and colleges, have also established some professional research institutes. All railway bureaus, engineering bureaus, design institutes and some subordinate factories have their own specialized research units.
In the past 50 years, a large number of scientific and technological achievements have won the national special prize, first prize, second prize and third prize for scientific and technological progress. The research achievements of chengdu-kunming railway and Nanjing Yangtze River Bridge won the special prize of national major scientific and technological achievements. The whole railway has a professional and technical team with many personnel, good quality and wide specialty. Some of the best people were elected as academicians of China Academy of Sciences and China Academy of Engineering.
Diversification has sprung up, and industrial and commercial farmers have developed in an all-round way. Railway diversified business has formed a management system focusing on transportation agency, warehousing, commerce and trade, outbound and container services, tourism, advertising, catering services, real estate, mining and building materials, foreign trade and other 10 pillar industries. Its business scale and the number of industries are the highest in the history of railways. It has become a relatively independent business field, forming a diversified economic structure and becoming one of the important economic pillars of the railway sector.
The scale, output value and profit of railway diversification are increasing. In terms of operating system, 1985 was in its initial stage, and 1500 had more than 40,000 employees, with a revenue of 630 million yuan and a profit of 200 million yuan. 10 years later, there are 8,000 enterprises in diversified business with 350,000 employees, total assets of 32.3 billion yuan, annual operating income of 30 billion yuan and profits of 3.4 billion yuan.
The continuous development of railway diversified enterprises has improved the overall economic benefits of the railway and played a very important role in resettling the children of workers, diverting laid-off workers, improving the lives of workers and even accelerating the development of the railway industry.
Broaden channels of foreign cooperation and carry out mutually beneficial and friendly exchanges. Over the years, China Railway has not only maintained the "old program" of international combined transport, technical cooperation and friendly exchanges with foreign railways, but also opened up many new areas of cooperation such as economic and technical assistance, Sino-foreign joint venture production and operation, foreign contracted projects, labor export and import and export trade.
After the Third Plenary Session of the Eleventh Central Committee, the railway foreign cooperation has developed unprecedentedly, and the partners of foreign exchange and cooperation have been continuously expanded from the original Soviet Union, Eastern Europe and a few developing countries to developed countries such as Japan, Britain, Germany, France, the United States, Canada and Australia. With China's return to the United Nations, China Railway began to participate in the activities of the United Nations Economic and Social Commission for Asia and the Pacific from 1979; 1980, officially resumed as an associate member of the international railway union; From 1984, representatives were sent to attend the ministerial meeting of railway cooperation organization that was interrupted for 17 years.
Foreign cooperation in the non-transportation field of the railway sector has been promoted in a large area and in all directions. Foreign economic and technical assistance was once a major project of China Railway's foreign cooperation. The recipient countries successively included North Korea, Vietnam, Cambodia, Myanmar, Tanzania, Zambia, Rwanda, Liberia, Guinea, Pakistan and other countries. In addition to general technical cooperation, free assistance and interest-free loan assistance are provided to these countries. China's largest foreign aid project, the Tanzania-Zambia Railway Project, reflects the selfless help of the China government and the people of China to the African people.
Direct utilization of foreign capital and development of foreign trade and economic cooperation are important aspects of the railway system's opening to the outside world. By 1998, all kinds of enterprises in the railway system and foreign businessmen had invested in 2 18 Sino-foreign joint ventures, attracting foreign investment of 260 million US dollars. During the Ninth Five-Year Plan period, the Ministry of Railways focused on the construction of five large-scale Sino-foreign joint venture production projects, including Datong cast steel wheels, Nankou railway bearings, Changchun metro vehicles, Qingdao Sifang high-end buses and Zhuzhou AC drive electric locomotives.
Although foreign trade started late, it developed quite rapidly. At the end of 1970s, China Civil Engineering Group Company was the first enterprise engaged in foreign trade. Today, there are 66 units with various foreign trade management rights in the whole railway, and the scale has also increased significantly. According to incomplete statistics, since the "Seventh Five-Year Plan", foreign economic cooperation businesses such as railway contracting projects, labor service cooperation, design consultation, etc. have newly signed contracts of US$ 3.322 billion, completed turnover of US$ 265.438+78 million, foreign trade import and export business turnover of US$ 265.438+76.8 million, and actually completed import and export volume of US$ 654.38+76.8 million.
Wages and benefits are increasing year by year, and employees' lives are improving day by day. In the past 50 years, the wage level of railway workers has gradually increased in ups and downs. Since the sixth five-year construction plan, the wages of railway workers have increased rapidly. After the wage reform of 1985, the average annual wage of railway workers reached 1460 yuan, which was increased by 1984 14%, 53% and 87% respectively. Since 1990s, the salary of employees has increased by more than 65,438+08% every year. At present, the actual average annual salary of railway workers has reached 1 1000 yuan.
The improvement of workers' housing has gone through the same process as wages. In the past 50 years, according to incomplete statistics, the state and enterprises have invested more than 60 billion yuan to build railway workers' houses, with the completed residential area of1200,000 square meters. Among them, during the eighth five-year plan period, the state and enterprises invested 22.9 billion yuan in railway housing construction, increasing the residential area by 3 1 10,000 square meters. In recent years, the whole railway has purchased more than 5 million square meters of commercial housing, and a large number of houses have been built one after another. Many employees have lived in modular railway houses, with low room rates, high quality and complete equipment.
Over the past 50 years, the state has allocated special funds to set up medical treatment, sanitation, health care and child care for railway workers, and to build cultural and sports facilities, canteens and baths for railway workers.
The New China Railway has made great achievements, but we can't ignore one side of the problem. So far, the situation and tasks facing the railway are still very severe and arduous. China Railway, which has been developing, has always had a prominent contradiction between traffic volume and transportation capacity. The increase of railway transportation capacity, the improvement of transportation quality and the improvement of transportation mode still cannot keep up with the objective needs of the continuous development of the national economy and the improvement of people's lives. Railway transportation still restricts the rapid development of national economy to a certain extent, and railway is still the weak link of national economic development.