Lanzhou–Xinjiang high-speed railway
The Lanzhou–Xinjiang high-speed railway, also known as the Lanxin high-speed railway, is a 1,776 km (1,104 mi) long high-speed rail line connecting Lanzhou in Gansu Province to Ürümqi, capital of the Xinjiang Uyghur Autonomous Region, in northwestern China.[1][2] Opened for passenger service in December 2014 after construction began in November 2009, the line parallels the older conventional Lanzhou–Xinjiang railway and integrates Xinjiang into China's national high-speed rail network for the first time.[1][3] Traversing challenging terrain including the Gobi Desert, Qilian Mountains, and high plateaus up to 3,858 m elevation—the world's highest for high-speed rail—the route features 31 stations and extensive engineering solutions such as 67 km of wind-preventing channels to mitigate sandstorms.[1] Designed for speeds up to 300 km/h, operational limits have been adjusted to around 250 km/h in many sections due to persistent environmental stresses like wind-blown sand causing aerodynamic drag and track abrasion, as well as seismic and frost hazards.[1][4] This has reduced endpoint travel times to 10–12 hours from over 20 hours on legacy lines, served by four daily pairs of CRH-series trains.[2][1] The railway's primary purpose is to enhance connectivity and economic development in western China, though empirical assessments indicate modest growth impacts in rural counties along the route, potentially limited by pre-existing infrastructural and geographic constraints.[5] Despite these hurdles, it represents a pioneering effort in extending high-speed rail into arid and geologically complex regions, with ongoing adaptations to operational stressors underscoring the trade-offs between ambitious infrastructure and natural causality.[6][7]Overview
Route and Geography
The Lanzhou–Xinjiang high-speed railway extends 1,776 kilometers from Lanzhou in Gansu Province to Ürümqi in the Xinjiang Uyghur Autonomous Region, forming a key east-west corridor in northwestern China.[8] This double-track electrified line largely parallels the older conventional Lanzhou–Xinjiang railway, traversing remote and rugged landscapes that link central China to its western frontiers.[1] The route crosses the expansive Gobi Desert, characterized by arid conditions and frequent sandstorms that pose challenges to rail infrastructure.[4] Further along, it navigates the Qilian Mountains, ascending high plateaus exceeding 3,000 meters in elevation, with the line reaching a maximum altitude of 3,607 meters at the Qilianshan No. 2 Tunnel.[9] These mountainous sections demand adaptations for thin air and steep gradients, while the overall path contends with extreme diurnal temperature swings and sparse vegetation typical of the region's continental climate.[1] Spanning Gansu, Qinghai, and Xinjiang provinces, the railway facilitates connectivity to isolated, resource-bearing territories amid vast deserts and elevated terrains, underscoring its role in overcoming geographical barriers in China's interior.[10]Design Specifications
The Lanzhou–Xinjiang high-speed railway is engineered as a double-track, electrified, passenger-dedicated line spanning approximately 1,776 kilometers, with a maximum design speed of 250 km/h to accommodate high-speed electric multiple units such as CRH380 and Fuxing-series trains.[11][12] This speed profile reflects engineering trade-offs prioritizing structural integrity and operational reliability over higher velocities attainable on less demanding routes, given the corridor's exposure to extreme environmental factors including high elevations exceeding 3,600 meters, severe winds, and temperature fluctuations.[13] The infrastructure incorporates ballastless track systems, predominantly double-block variants on bridges, viaducts, and slabs in geotechnically unstable or high-risk segments, to minimize maintenance needs and enhance stability against dynamic loads and settlement in arid, seismic-prone terrain.[1][14] Safety systems include the Chinese Train Control System (CTCS) at levels 2 or 3, enabling continuous automatic train protection, speed supervision, and response to transient hazards like crosswinds in designated corridors.[15] These features facilitate safe interval management and emergency braking tailored to the line's wind-vulnerable sections. The project entailed a total investment of approximately $22.56 billion USD (equivalent to around 143 billion yuan), underscoring a design philosophy that emphasizes long-term durability—through reinforced subgrades, wind-resistant galleries, and slab track rigidity—amid constraints imposed by the region's permafrost, sand drift, and sparse population, rather than pursuing maximal throughput speeds.[5][16]Construction History
Planning and Approval
The planning of the Lanzhou–Xinjiang high-speed railway originated in China's 2004 Medium- and Long-Term Railway Network Plan, which identified the route as a priority to bridge infrastructure gaps in the underdeveloped northwestern regions and facilitate economic integration with eastern China.[17] This strategic initiative addressed empirical deficiencies in transport capacity along the corridor, where existing rail links inadequately supported growing passenger and freight demands amid regional resource extraction and urbanization pressures. The project was formally approved by the National Development and Reform Commission in August 2009, enabling preparatory work amid assessments of the route's demanding topography, including deserts, plateaus, and seismic zones.[1] Primary motivations centered on alleviating bottlenecks in the legacy Lanzhou–Xinjiang railway, originally constructed from 1952 to 1962, whose single-track sections and low speeds—often limited by steep gradients and maintenance issues—hindered efficient connectivity.[18] The high-speed alignment aimed to separate passenger and freight traffic, targeting a reduction in Lanzhou–Ürümqi journey times from over 20 hours to 10–12 hours through dedicated infrastructure capable of 250 km/h operations.[2] State-owned enterprises, notably the China Railway Construction Corporation, led the preparatory efforts, leveraging domestically developed high-speed rail technologies indigenized from earlier international collaborations with Japan and Europe to ensure cost-effective execution in harsh environments.[1] This phase emphasized causal linkages between enhanced rail access and measurable regional development outcomes, such as improved labor mobility and goods distribution, without reliance on unsubstantiated projections of transformative growth.Construction Phases
Construction of the Lanzhou–Xinjiang high-speed railway commenced on November 4, 2009, encompassing 1,776 kilometers of track across deserts, plateaus, and seismic mountain ranges.[1] The effort prioritized structural elevations to counter causal factors like shifting sands burying tracks and seasonal floods eroding foundations, resulting in bridges and tunnels totaling 965.74 kilometers.[19] Initial phases focused on site preparation and foundation work in arid Gobi sections, where viaducts were erected to maintain alignment and prevent dune accumulation through aerodynamic barriers and gravel stabilization. In parallel, tunneling advanced in geologically unstable areas, incorporating reinforced linings and real-time monitoring to accommodate seismic activity inherent to the Qilian Mountains and Tibetan Plateau edges.[1] By 2013, track-laying progressed to completion on November 16, integrating ballasted and slab tracks designed for high-speed stability amid variable winds and temperatures.[1] The overall build concluded in the second half of 2014, validating engineering adaptations derived from empirical modeling of local wind patterns and ground motions.[1]Commissioning and Opening
Test runs for the Lanzhou–Ürümqi high-speed railway began in June 2014, with the first trial conducted on the Xinjiang section from Ürümqi to Shanshan, where the CRH2-061C train reached speeds of 160 to 277 km/h despite the designed operational speed of 250 km/h.[20] These initial tests verified signal systems, track stability, and performance under varying conditions, including wind-prone areas requiring speed reductions.[20] The Ürümqi–Hami section, spanning approximately 300 km, was the first portion to open for passenger service on November 16, 2014, inaugurating high-speed rail operations in Xinjiang and reducing travel times in the region.[21] This partial commissioning allowed for further dynamic testing and adjustments prior to full-line activation.[22] The entire 1,776 km line from Lanzhou to Ürümqi was officially opened to traffic on December 26, 2014, with inaugural services operating at an initial maximum speed of 200 km/h to ensure safety amid the route's harsh plateau environment.[23] [24] The railway, constructed entirely with domestic technology, represented China's first long-distance high-speed line in its western interior, traversing extreme temperatures and elevations while demonstrating reliable initial performance during commissioning.[1][25]Infrastructure
Stations
The Lanzhou–Xinjiang high-speed railway comprises 31 stations along its 1,776 km route, enabling connectivity between northwestern China's urban centers and remote areas.[1] Stations are positioned to align with geographic features such as the Qilian Mountains, Gobi Desert expanses, and Tianshan foothills, with average spacing supporting operational speeds of 200–250 km/h.[1] Key intermediate stations include Xining, a major hub in Qinghai province facilitating transfers to Tibet-bound lines; Zhangye West in Gansu, serving the Hexi Corridor and nearby agricultural regions; Jiayuguan South, linking to historical fortifications; and Hami, providing access to eastern Xinjiang's energy and mining districts.[2] These stops, among approximately 15 principal intermediate points, prioritize passenger flow with platforms designed for 16-car train consists to accommodate high volumes.[1] Terminal stations Lanzhou West and Ürümqi South function as integrated transport nodes, combining rail with bus terminals, highways, and proximity to airports for seamless multimodal access.[10] Lesser stations employ specialized designs resistant to desert conditions, including elevated structures and protective enclosures against sand accumulation.[26]| Station | Province/Region | Connectivity Role |
|---|---|---|
| Xining | Qinghai | Regional junction to Qinghai-Tibet lines |
| Zhangye West | Gansu | Access to Hexi Corridor economy |
| Jiayuguan South | Gansu | Link to western Gansu heritage sites |
| Hami | Xinjiang | Gateway to eastern Xinjiang resources |