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Baoji–Chengdu railway

(Redirected from Baoji–Chengdu Railway)

The Baoji–Chengdu railway,[2] Bao-Cheng railway[3] or Bao-Cheng Line[4] was formerly 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[11] and a part in Lanzhou-Kunming Corridor of the Eight Verticals.[12]

Baoji–Chengdu railway
A SS4 locomotive pair passing Bridge of Lingguanxia on Baoji-Chengdu railway above Jialing River
Overview
Other name(s)Bao-Cheng railway, Bao-Cheng line
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)
Chinese name
Simplified Chinese宝鸡—成都铁路
Traditional Chinese寶雞—成都鐵路
Literal meaningBaoji-Chengdu Railway
Transcriptions
Standard Mandarin
Hanyu PinyinBǎojī Chéngdū Tiělù
Wade–GilesPao3-chi1 Ch'eng2-tu1 T'ieh3-lu4
Yale RomanizationBǎujī Chéngdū Tyělù
IPA[pàʊtɕí ʈʂʰə̌ŋtú tʰjèlû]
Bao-Cheng Railway
Simplified Chinese宝成铁路
Traditional Chinese寶成鐵路
Literal meaningRailway between Baoji and Chengdu
Transcriptions
Standard Mandarin
Hanyu PinyinBǎo Chéng Tiělù
Wade–GilesPao3 Ch'eng2 T'ieh3-lu4
Yale RomanizationBǎu Chéng Tyělù
IPA[pàʊ ʈʂʰə̌ŋ tʰjèlû]
Bao-Cheng Line
Simplified Chinese宝成线
Traditional Chinese寶成線
Literal meaningLine between Baoji and Chengdu
Transcriptions
Standard Mandarin
Hanyu PinyinBǎo Chéng Xiàn
Wade–GilesPao3 Ch'eng2 Hsien4
Yale RomanizationBǎu Chéng Syàn
IPA[pàʊ ʈʂʰə̌ŋ ɕjɛ̂n]
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

Line description

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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 Bao-Cheng Line runs southwards from Guanzhong Plain to Sichuan Basin and traverses the Qinling, Daba Mountains and Jianmen after leaving Baoji,[13] as the rail line goes through 5 different zones of geological structure (including granite, quartzite, greenschist, conglomerate and slate) [14] 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[15] 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.[15] In avoidance to overheat of brakes during the downhill journey, Qingshiya station was established in the spiral to make the locomotives cool down,[14] as the station is also the highest and steepest station with the smallest radius throughout the line.[16] A 2363.6-meter-long tunnel[17]: 796  brings the line to the Jialing River's drainage basin,[18] and the line starts its 12‰ downhill slope towards Guangyuan[19]: 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.[20][21] The 4-kilometer Huilongchang Tunnel is the longest tunnel of the line.[22]

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.[23] 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[24] with the help of HXD3 locomotives[25] - 1 for passenger coaches and 2 for freight coaches[26][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.[26]

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.[27][28]

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.[29] 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.[30]

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, and Baoji-Zhongchuan railway.[3] At Yangpingguan, the line intersects with the Yang'an railway which branches eastward along the Han River Valley.[31] In Chengdu, the line connects with the Chengyu Line to Chongqing, Chengqian Line to Guizhou, and Chengkun Line to Kunming.[3][32] The line meets Xi'an-Chengdu Highspeed Railway and Lanzhou-Chongqing railway in Guangyuan.[33]

History

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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

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The Bao-Cheng line was originally proposed in Sun Yat-sen's 1913 China National railway plan as part of the Datong–Chengdu railway[20] 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,[34]: 21  but the blueprint was still not put into practice.[17]: 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.[35]: 68 [36] Construction of the line was added to the First Five-year Plan afterwards.[37]

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",[38] 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 along with 2 Hungarian experts[14] as well as material supplies from residents along the line.[34]: 23  The maximum number of workers involved had reached 140 thousand during the construction.[39] 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.[40] The line got connected on 12 July 1956 in Huangshahe Village of Huixian County, Longnan,[34]: 26  which was 13 months ahead of schedule,[17]: 795  and opened on 1 January 1958. Steam locomotives had been employed since then.[41]

Electrification

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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[42]
 
A stamp issued in 1966 that features the mobile transformer adopted by Baoji-Chengdu Railway

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 counterparts for evaluations in June 1955,[43] 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,[18] and the project was re-schemed soon after.[43]

The new design was reevaluated by Moscow in May 1958 and put into practice after the agreement in June.[44] 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.[23]

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[14] in 1961.[43] The other 4 sections finished their electrifications respectively afterward before July 1, 1975[3] when the ceremony of celebration took place.[45] The electrification made the line's maximum speed upgraded to 80 km/h,[7]: 896  and further improvements on the shape and flexibility of cables were made around 1978.[46]

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.[23]

Remediation

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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[47][48] in 1955.[34]: 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.[34]: 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.[35]: 71 

Transformation

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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.[34]: 27  Series of large-scale capacity improvements were made later on to meet the demands of economic growth and social development.[23]

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,[23] 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.[49] The second track in the Yangpingguan-Qingbaijiang section is also the first additional in-mountains track among China's electrified railway lines.[50] 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.[23]

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.[51] This plan also mentioned that the maximum speed of the line's Chengdu-Qingbaijiang section would be increased to 160 km/h owing to the transformation.[52]

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

Temporary Operations

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Freight trains going southwards on Baoji-Chengdu railway

The Huixian-Chengdu section of the line was once separated into 4 parts for temporary operations, of which the Chengdu-Mianyang section began in October 1953, Mianyang-Zhongba[note 3] section began in February 1954, Zhongba-Guangyuan section began in February 1955 and the rest began in October 1956.[34]: 26 

The temporary operation phase mainly focused on deliveries for construction-related materials, and some passengers were also granted with the ride - a collective amount of 2.75 million tons of road materials along with 2.42 million tons of local materials and 3.02 million passengers got delivered before the 1958 official openings. The temporary operations also made the line critical for goods and passengers to leave and enter Sichuan Basin in June 1956, when service of roadways had been dropped due to the 19-day storm season. The 1957 urgent food transmission from Sichuan, which was called by the State Council, also made the Bao-Cheng Line involved by delivering all 800 thousand tons of grains.[34]: 27 

The official operations of Chengdu-Guangyuan section began in January 1955, and Guangyuan-Mianyang section was consigned in October. In January 1958, the Guangyuan-Fengzhou section of the line turned into official operations, which marked the end of the temporary operation period of Baoji–Chengdu railway.[34]: 27 

Acceptance Check

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Baoji-Chengdu Railway was assessed as "qualified and good project" after National Acceptance Committee's check during the stage of temporary operations. The committee also noted that the line featured short duration of construction, low costs, high rate of handing over fixed assets and quick comeback for the previous investments.[34]: 27 

The Chengdu Group and Zhengzhou Group took control of the line initially. The Fengzhou-Shangxiba[note 4] section of the line was transmitted to Xi'an Group for controls after it was separated from Zhengzhou Group[34]: 27  in September 1958.[53] The section was then transmitted back to Zhengzhou after Zhengzhou Group got reunified[35]: 70  and got transmitted to Xi'an again after Xi'an Group's 18-March independence in 2005.[54]

Opening Ceremonies

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He Long in 1958's opening ceremony
 
SS1008 locomotive at the 1975 ceremony of the line's electrification

Opening ceremonies of Chengdu-Mianyang and Mianyang-Guangyuan sections had taken place already on 1 October 1953 and 1 January 1955 respectively,[34]: 26 [55] which was followed by a 1956 ceremony for Guangyuan-Lüeyang section on the New Year's Day.[56]

The official opening ceremony of the whole line took place at 2 p.m. in Chengdu railway station on the New Year's Day of 1958. He Long, Nie Rongzhen, Kang Sheng, Teng Daiyuan, Huang Kecheng and other political figures in mainland China along with the vice minister of Union of Burma attended the ceremony, while Radio Moscow and major radio broadcasts in China conducted interviews and reports on the day.[13] He Long started the ceremony with a speech[57] which was followed by ones from Teng Daiyuan, the minister of MOR, Zhao Shoushan, the governor of Shaanxi Province, Huang Zhengqing, the vice governor of Gansu Province, Li Dazhang, the governor of Sichuan Province, Peskunov, the representative of Soviet experts and other workers,[58] and hosted a ribbon cutting at 3 p.m.[57] An express train left Chengdu for Beijing at 4 p.m., which marked the total opening of the Bao-Cheng Railway. The train was also the first to-capital train for residents throughout southwestern China.[58]

Another ceremony was held to celebrate the finish of the line's electrification on 1 July 1975 in Chengdu railway station.[59] SS1008 locomotive, the first pusher that be named after the type Shaoshan, attended the ceremony.[42]

Incidents

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Huixian railway station is surrounded by Jialing River together with Qin Mountains

2 homicide wanted fled from Guangxi on 10 May 1987 and hijacked a taxi in Baoji to enter Guanyinshan railway station of the line on 20 May. Police officer in the station, along with station operators, found them 2 suspicious and brought them back to the duty room. The 2 criminals suddenly shot the 3 in-station workers and fled into the mountains. Public Security Bureau in Shaanxi made immediate urgent plans after receiving the call of help and ask for the assistance from counterparts in Sichuan and Gansu. The 2 wanted got arrested at 3.45 p.m. on 22 May in Baoji and all firearms are handed out.[60]: 579–580 

China Railway Xi'an Group intended to preserve only 2 trains on the line after the storms in July 2018 in search of stabilities and securities for trains' service, but received complaints from residents in Gansu and Shaanxi Provinces.[61][62] Xi'an decided to withdraw by recovering operations of 6 more trains on the line, but instructed that all these passenger trains must pass the Yangpingguan-Lüeyang section before sun falls.[63][61]

Accidents

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Tunnel 71 was built in 1985 due to the line change after flood in early 1980s
 
The railroad have switched to the new Tunnel 109 as the one to the old tunnel had been removed
 
The position of the former Tunnel 109 and the new one
 
Train K545 entering the new Tunnel 109
 
The buried part of the former Tunnel 109 during the 2008 earthquake
 
SS40855 locomotive fell down from ruins of a bridge on the line during the 17 July 2024 flood

It was no more than a decade after the foundation of China P. R. when Baoji-Chengdu Railway was built, and the level of economy was not high enough to secure the standard of technologies applied for railway constructions due to lack of facilities. Accidents thus keep occurring from the line's establishment in a high frequency due to the extreme weather along the railway.[64]

In 1982, China Railway Xi'an Group determined that route should be changed near Lingguanxia due to the subgrade sink which was caused by the mountain shifts. The construction finished in 1986.[7]: 896 

On 21 June 1984, a seat coach was attacked by 3 rocks that fell from a mountain in Wangjiatuo-Lesuhe section, as 5 passengers got injured and coach windows got demolished.[19]: 246 

2008 Sichuan earthquake denied Tunnel No. 109 on the line, in which an oil tank coach exploded after being hit by a falling rock due to the disaster.[65] A new Tunnel 109 was built on 12 November 2008, which abandoned the former Tunnel 110 for a faster speed of trains.[66] The earthquake also made the entire line's service pause for 12 days.[67]

In the afternoon of 19 August 2010, a bridge of the railway in Guanghan was brought down by floods, as 2 coaches of a train on the bridge at that time fell into the river.[68] All 1,318 passengers on the train were evacuated with no one injured[note 5][70] The bridge got rebuilt on 21 August[71] And the service got restored on 13 October.[72]

In July 2024, over 70 places on the line got destroyed by the flood in Baoji. In the midnight of 17 July, a safety maintenance locomotive fall down from a flood-destroyed bridge into river.[73] On 10 August, services of the section got restored.[73]

Influences

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Museums and theme parks near Qinling railway station of Baoji-Chengdu Railway
 
The monument of Baoji-Chengdu Railway's connection and the red-flag-shaped statue nearby

Education

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Baoji-Chengdu Railway succeeded in cultivating talents regarding the design, construction and manufacturings of electric locomotives and railroads owing to its role as the first electrified railway line in China, which had pushed forward domestic education regarding electrical engineering. The great benefits that this line had brought also made the MOR convinced that all lines should employ electrical networks afterwards,[74]: 8  which spelt an increasing demand on electric operations and therefore an increasing number of related schools in colleges nationwide. This in turn brought more talents for further promotion of electrified railroads in China.[43]

Literatures

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Yan Yi, a writer from Hebei, published The Rainbow Bridge (simplified Chinese: 《彩桥》; traditional Chinese: 「彩橋」; pinyin: Cǎiqiáo), a 1500-row narrative poetry in July 1957 basing on stories of bridge construction in the Bao-Cheng Line.[75]

In 1958, Du Pengcheng, another domestic writer, published A Night Walk in Lingguanxia (simplified Chinese: 《夜走灵官峡》; traditional Chinese: 「夜走靈官峽」; pinyin: Yèzǒu Língguānxiá), a novel basing on his interview and experiences at the construction site of the line in 1955 autumn.[9] The work was once copied to Mandarin Chinese textbooks in some regions.[76]

Exhibition

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In 2008, Fengxian transformed the abandoned tunnels after the 1980s flood to scenic spots for tourism.[77]

Xujiaping, a town in Lüeyang County, cooperates with China Railway Xi'an Group[78] to transform ruins of tunnels and railroads for cultural zones.[79] The ruins now have been listed as a provincial site for preservation.[80] China Railway Xi'an Group also built museums and theme parks regarding the line near Qinling railway station on 18 May 2022.[81]

Baoji Locomotive Maintenance Factory held the 2nd National Stamp Collecting Exhibition on Rail Cultures with the aim of celebrating the 65th anniversary of the line's official operations in April 2023.[82] The exhibition was also intended to celebrate the achievements China P. R. have reached and to stimulate the patriotism of the public.[83]

Spirits

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Descendants concluded the superb spirits of workers on the line as the "Bao-Cheng Spirit" (simplified Chinese: 宝成精神; traditional Chinese: 寶成精神; pinyin: Bǎo Chéng Jīngshén), which stands for "Say no to quit, say no to surrender, say no to equivocate"[27] and got passed down to nowadays.[84]

See also

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Wikimedia Commons has media related to Baoji-Chengdu Railway.
External image
image icon  "Want to experience beautiful China? Hop on for a ride". China Daily. Retrieved 2024-11-19.

Notes

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  1. ^ The length of Bao-Cheng 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.[26]
  3. ^ Zhongba railway station now has been renamed to Jiangyou railway station.
  4. ^ Shangxiba railway station has been renamed as Guangyuan railway station now.
  5. ^ There're also statements that 3 of the passengers were injured.[69]

References

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  1. ^ a b Sh. Huang (2017-11-22). "西成高铁开通后宝成铁路不休：每天仍开行13对客车" (in Simplified Chinese). Chengdu Late News [zh]. Archived from the original on 2018-02-10. Retrieved 2023-05-30 – via The Paper. 13 passenger trains and 20 freight trains pass the railway everyday...
  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 Simplified Chinese). Sichuan Daily. Archived from the original on 2023-06-02. Retrieved 2023-06-02.
  3. ^ a b c d e f g Ch. Jin; Y. Cao; Y. Rui (1978). "宝成铁路电气化效果显著". Electric Drive for Locomotives (in Simplified Chinese) (2). doi:10.13890/j.issn.1000-128x.1978.02.001. ISSN 1000-128X.
  4. ^ a b "China Railway Xi'an Group" (in Simplified Chinese). Shijiazhuang Institute of Railway Technology. 2013-06-20. Archived from the original on 2023-08-06. Retrieved 2023-05-30. 宝成线以广元站与成都局为分界，……
  5. ^ a b 绵阳市志（1840-2000） (in Simplified Chinese). Chengdu: 四川人民出版社. 2007. pp. 1307–1310. ISBN 9787220075506. Archived from the original on 2023-12-18. Retrieved 2023-12-20.
  6. ^ a b "我是宝成铁路，始于1958" (in Simplified Chinese). China Railway Chengdu Group. 2023-03-29. Archived from the original on 2023-08-06. Retrieved 2023-05-30 – via The Paper.
  7. ^ a b c 陇南市志 (PDF) (in Simplified Chinese). Beijing: 方志出版社. 2019. pp. 895–897. ISBN 9787514437409. Archived from the original (PDF) on 2023-12-18. Retrieved 2023-12-18.
  8. ^ 全国铁路旅客列车时刻表-1959年夏季实行 (in Simplified Chinese). Beijing: 人民铁道出版社. 1959-10-01.
  9. ^ a b J. Zhu (2021-11-29). "蜀道从此成通途——宝成铁路建设往事" (in Simplified Chinese). Baoji Daily. Archived from the original on 2023-05-31. Retrieved 2023-05-30 – via The Paper.
  10. ^ 西安铁路局科研所宝鸡电化研究室 (1979). "我国第一条电气化铁路". Electric Drive for Locomotives (3). doi:10.13890/j.issn.1000-128x.1979.03.016. ISSN 1000-128X.
  11. ^ "China's slow trains ensure smooth trips during Spring Festival rush". China Daily (Hong Kong). Retrieved 2024-11-19.
  12. ^ "五大铁路工程同时开工 西南铁路迈入高速时代". www.gov.cn (in Simplified Chinese). Archived from the original on 2023-05-31. Retrieved 2023-05-31.
  13. ^ a b Y. Zuo (1958). "组织宝成铁路通车录音报道札记". The Press (in Simplified Chinese) (3). People's Daily: 37–39. ISSN 0257-5930.
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