Although this scene appeared in front of Zhang Peilun many years ago, Zhang Peilun can still clearly feel the changes that the railway has brought to these villages. Pen fun and pavilion www.biquge.info

The far-sighted people of Middle-earth have long been proposing to build their own railways. Since the eleventh year of Tongzhi (9072 in the Western calendar), Li Shaoquan, Ding Yusheng, Guo Yunxian and others have successively proposed to build their own railways. In the thirteenth year of Tongzhi (9074 Western calendar), after the Japanese invaded Moswan, Ding Yusheng, the governor of Fujian, Chen Shi, the governor of Taiwan, and Lin Yizhe, the minister of the Prime Minister's Yamen, proposed to build roads in Taiwan. In the sixth year of Guangxu (9080 in the Western calendar), the negotiations between the Daqian court and the Russian army to return Ili reached an impasse, and in order to prepare for defense, Liu Mingchuan, a general of the Huai system, again proposed the construction of a railway. All these efforts were abandoned by the opposition of the old school and financial difficulties. Railway construction has always been in a dilemma where it is difficult to get off the ground.

After the Kaiping Mining Bureau was put into operation, coal transportation became a top priority, and it was imperative to build a railway. In order to alleviate the impact of the old school, Li Shaoquan won the support of Emperor Guangxu's father, Prince Chun Yixuan, and instructed him to "try out coal and iron mines, reclaimed places, and one or two ports fortified by the Tun army, so that they can see and hear and become familiar with them, and gradually spread them." On May 13 of the seventh year of Guangxu (June 9, 9081 in the Western calendar), the Tangxu Railway broke ground. The route starts from Tangshan Coal Mine to Xugezhuang and is completed in November of that year, with a total length of 20 miles. The gauge of the steel rail was four feet eight and a half inches, which became the future rule of the Qianguo gauge. This was the first railway built on its own land in the dry land. After the completion of the railway, for fear of the opposition prohibiting the use of locomotives, it was announced that it would be towed by donkeys and horses, and it became a wonder in the history of the railway. In the second year, he dared to use a locomotive to pull it. Later, although he was impeached by the official in succession, "it is said that the locomotive drove straight, shook Tanglin, and spewed black smoke, injured the crops, and was ordered to investigate and deal with it, and was ordered to stop", but after several twists and turns, it still drove as usual.

In order to strengthen coastal defense, the Daqian Imperial Court set up a navy yamen (later changed to the sea department) to manage all navy-related affairs, and the naval affairs of Premier Prince Yixuan, Li Shaoquan, Guo Yunxian, and others were appointed as the secretary and assistant of the council, and the construction of the railway was assigned to the navy yamen for handling. In the past, Yixuan was unimpressed with the construction of the railway. However, after "concealing the rules of the dynasty", he bitterly felt the disadvantages caused by the country's lack of trains and ships, so he turned to support the construction of railways. First of all, we will support the construction of the Mowan Railway and the expansion of the Tangxu Railway. At that time, the first governor of Taiwan, Chen Shizuo, requested the laying of the Taiwan Railway, and immediately obtained the approval of the imperial court to build the section from Taipei to Keelung; After Liu Mingchuan succeeded as governor of Moss Bay, he repaired the Hsinchu section with a total length of 107 kilometers, making the Taiwan Railway officially laid. The Tangxu Railway was extended to Yanzhuang, and then extended from Yanzhuang to the north bank of Dagu, and then from Dagu to Tianjin, so the Daqian Railway Company was established, which was supervised by Shen Baojing and Zhou Fu, and Wu Tingfang and Wu Chichang were the chief and deputy general offices to recruit commercial stocks. Later, due to the small number of shareholders, they added official funds and borrowed foreign funds, shared about 1.3 million taels of silver, and built the Jintang Railway. Li Shaoquan, Prince Chun, and others also proceeded from strengthening the defense of the Beijing Division, and demanded that the railway be extended to the Beijing Division in one fell swoop and the Tianjin-Tong (Zhou) Railway should be repaired. As soon as this proposal came out, the long-standing railway dispute immediately brought to a climax.

The scholars of the university, Weng Shuping, the secretary of the Ministry of Rites, and Xu Tong, the secretary of the Ministry of Officials, were the main figures who opposed the construction of the railway, and there were many other opponents, and they went up one after another, listing the three major crimes of "capital enemies", "disturbing the people", and "seizing the people's livelihood" to admonish and obstruct them. The Empress Dowager Renxi handed over the opposition to the Navy Yamen and various places for discussion. With the support of Prince Chun and others, the Navy Yamen and officials in favor of road construction in various places fought back and refuted them one by one; Under these circumstances, the Empress Dowager Renxi fully affirmed the decision to build the road, thus ending the protracted railway dispute. The Daqian Imperial Court affirmed that the road construction measures were on specific routes, expanding the Jintong Road, and affirmed the plan of Zhang Zhidong, the governor of Huguang, to build the Luhan Road. The construction of railways began with fundraising and track making. Zhang Zhidong coordinated the road, and under the guidance of "iron storage should be urgent, road survey should be slow, construction should be delayed, and completion should be speedy", first built Daye Iron Mine and Hanyang Iron Works, and built 28 kilometers of Daye Railway to transport ore. Construction of Luhan Road started that year. At the same time, news came that Russia had begun to build the Trans-Siberian Railway. In order to resist Russia, the Daqian Imperial Court immediately decided to build the Kwantung Railway, sent Li Shaoquan as the superintendent, and set up the "Beiyangguan Railway Bureau" in Shanhaiguan, which extended northeast from Linxi Town in Luanzhou, and has now been repaired to Zhonghousu, which is more than 60 kilometers outside Shanhaiguan. The road connects with the original Jintang Line and is 348 kilometers long.

After the tremendous role of railways in strengthening national defense and benefiting industry and commerce has been widely accepted by society, the obstacles to the construction of railways have basically disappeared. At the same time, however, the great powers stepped up the construction of railways in the countries surrounding Qianguo in an effort to extend them into the territory of Qianguo. The imperial court was forced to regard the construction of railways as an important part of resisting aggression and saving the crisis, and tried to develop the railway industry independently.

Because it is located on the north-south trunk line, Luhan Road has been widely valued at home and abroad. The Daqian Imperial Court not only regarded it as an important policy of "prosperity and strength, and unavoidable momentum", but also began to plan the construction of the Guangdong-Hanzhou Railway in the south. In the form of "official supervision and commercial management", the Daqian Imperial Court approved the establishment of a railway company, which was supervised by Sheng Xuanhuai, and decided to lay double tracks. The railway company was established in Shanghai, and set up a branch in Tianjin and Hankou. At the beginning of the establishment, part of the official funds were used as the start-up funds, and at the same time, the local officials were asked to help raise commercial shares, so that they had 13 million taels of capital, and after several negotiations with the Rothchild Bank to borrow 10 million taels, so that the railway started smoothly, after that, the road was developed from the north and south simultaneously, and was officially completed and opened to traffic on April 1 (9087 (the thirteenth year of the Great Qianguangxu, the twentieth year of the Meiji era of Japan), and was renamed the Jinghan Railway. In the meantime, two branch roads of Zhengtai and Bianluo Road were also built. At the same time, although the Guangdong-Hanzhou Railway cost a lot of money, it was also successfully completed.

In the Yangtze River valley and the eastern coastal areas, the imperial court built five railways from Tianjin to Zhenjiang, Shanxi to the Yangtze River along the Yangtze River via Henan, Kowloon to Guangzhou, Pukou to Xinyang, and Suzhou to Ningbo via Hangzhou. In order to unify the powers of affairs and improve the efficiency of construction, the Daqian Imperial Court set up the General Administration of Railway and Mining in Beijing on August 17 to unify the management of the railway. In the "Mining Railway Regulations" formulated by the Bureau, the maintenance of the right of way, the promotion of commercial offices, and the introduction of foreign stocks and foreign funds are important contents. It stipulates that railway companies in various localities "shall mainly raise funds with more Chinese shares, and no matter how they are established, they must first have their own capital and three-tenths of the Chinese shares that have been collected, and only then will they be allowed to raise foreign shares or borrow foreign funds." If there is no capital of its own and Chinese stocks, those who specialize in foreign stocks and borrow foreign funds are not allowed." At the same time, the power to approve the borrowing of foreign debts was transferred to the central authorities, and it was expressly decreed that all borrowing of foreign debts must be approved by the General Administration and the Ministry of Maritime Affairs.

Due to the huge benefits of building railways, a large number of gentry and businessmen wrote to the imperial court to ask the private sector to undertake railways. After serious discussions, the Daqian Imperial Court allowed businessmen to set up railway companies to run their own railways, and the Ministry of Maritime Affairs promulgated the 24 articles of the "Concise Regulations of the Railway."

The "Concise Regulations of the Railway" was welcomed by the majority of gentlemen and businessmen. From the thirteenth to the fourteenth year of Guangxu, 15 provinces, including Sichuan, Hunan, Jiangxi, Yunnan, Anhui, Shanxi, Zhejiang, Jiangsu, Fujian, Hubei, Guangdong, Guangxi, Shaanxi, Henan, and Heilongjiang, have set up companies, recruited commercial stocks, hired workers, and surveyed routes, and a nationwide commercial railway boom has emerged. For example, the Chaoshan Railway was completed in the 14th year of Guangxu, with a total length of 39 kilometers. The Xinning Railway was also built in the 14th year of Guangxu. After the completion of the Guangdong-Hanzhou Railway, it was changed from the government office to the commercial office, and the business gentry of Guangdong, Hunan and Hubei provinces jointly expanded, and soon the 106-kilometer railway from Guangzhou to Lidong was completed and opened to traffic, and then it was extended to Shaoguan. In Hunan, the section from Zhuzhou to Changsha was completed and opened to traffic. In Hubei, under the auspices of Zhang Zhidong, the Guangdong-Han and Sichuan-Han roads were expanded. At the same time, Sichuan also set up a large-scale company to raise funds to build the Sichuan-Han Railway, and raised more than 10,000 taels of shares in the 14th year of Guangxu. In addition, Jiangxi began to plan the Jiujiang-Nanchang railway in the thirteenth year of Guangxu, and built more than 50 kilometers from Jiujiang to De'an in the following year. Fujian started the construction of the Zhangxia Railway in June of the thirteenth year of Guangxu, and completed the 28-kilometer section from Songyu to Jiangdong Bridge in the following year. Shanxi Tongpu Railway Company to Guangxu 14 years to build 15 miles of track and 70 miles of geowork. Heilongjiang built the Qiang Railway from Qiqihar to Angangxi 45 miles in the 14th year of Guangxu.

The most productive commercial railways are Zhejiang and Jiangsu. In the thirteenth year of Guangxu, the gentry and merchants of the two provinces proposed to change the line to Shanghai as the starting point and become the Shanghai-Hangzhou-Ningbo Railway. Zhejiang Province has raised more than 9.25 million taels of shares in the 14th year of Guangxu, and Jiangsu Province has raised more than 4.09 million taels of shares. Zhejiang Province started construction in the 12th year of Guangxu, and completed the line from Hangzhou to Fengjing via Jiaxing in the 14th year of Guangxu; Jiangsu Province started construction in the thirteenth year of Guangxu, and completed the Shanghai-Fengjing line (Jiaxing's territory) in February of the following year. So far, the line from Shanghai to Hangzhou via Jiaxing was fully opened in the 14th year of Guangxu. In addition, Zhejiang Province also built the line from Jianggan to Gonghuan Bridge in the thirteenth year of Guangxu; During this period, the Daqian Imperial Court built the Beijing-Zhangjiakou Railway, and later built the Ningbo Railway to Baiguan via Cixi and Yuyao, so that the Yongcao Line was opened.

In view of the strategic position of Beijing and Zhangzhou, the Daqian Imperial Court used the surplus funds of the railway inside and outside the Guanxi to appoint Zhan Tianyou, a young engineer of the Liuyang Railway, to preside over the survey and construction of the road. From Jingshi to Zhangjiakou, passing through Badaling and other places on the way, the mountains are stacked on top of each other, and the terrain is complex. Zhan Tianyou worked tirelessly, led the technical personnel to eat and sleep, and creatively designed the "human" herringbone route, which was convenient for the locomotive to climb the slope, and personally commanded the opening of the mountain and the digging of holes, so that the road was successfully opened to traffic from September of the thirteenth year of Guangxu to June of the following year. The Beijing-Zhangjiakou Railway is a pioneering undertaking in the history of the development of the Qianguo Railway, which has not only enhanced the self-confidence of the nation, but also won honor for the nation and the engineering and technological circles of the Qianguo.

The rise of commercial railways has aroused the enthusiasm of the vast number of officials and gentry in the Qianguo and has shown the growth of the national capital force in the Qianguo country.

From the construction of the Tangxu Railway in the seventh year of Guangxu (9081 in the Western calendar) to the seven years of the fourteenth year of Guangxu (9088 in the Western calendar), the Daqian Empire built a total of four government-run railway trunk lines with Jingfeng as the hub, Jinghan, Jingzhang and Jinpu with Beijing as the hub, as well as Zhengtai, Bianluo, Daoqing and Jiaoji in North China; Shanghai-Nanjing, Shanghai-Hangzhou, Pingzhu and Zhuchang in the south of the Yangtze River and Guangzhou-Kowloon, Chaoshan and Zhangxia in South China; The various lines run by officials and merchants such as Yunnan and Vietnam in the southwest have a total length of about 9,292 kilometers. Among them, 1,858 kilometers of railways built by companies from Western countries in Qianguo, accounting for more than 20% of the total length of railways; Qianguo has built 7,433 kilometers of railways, accounting for about 79 percent of the total length of railways.

The changes brought about by the railways to the society of the Qianguo are enormous.

Many small towns that were originally remote have risen because of the opening of the railway and have become world-famous mining towns.

Zhang Peilun's hometown, Fengrun County, was a small county town before the opening of the railway, and became a developed and lively town after the opening of traffic. It is also because of the railway, the small place of Qijiatuo, my hometown, is also much more lively than before, and now I can see Russian women begging for a living here.

The opening of the railway has also brought unexpected changes to those border cities.

Needless to say, the inland provinces such as Yunnan have always been remote and barren places, and they have undergone earth-shaking changes because of the Yunnan-Vietnam Railway - the Shilongba Hydropower Station on the Mantis River on the outskirts of Kunming City is the first hydropower station in Qianguo, and the power unit was transported from France to Haiphong, Vietnam, along the Yunnan-Vietnam Railway and finally transported to the Mantis River, and began to generate electricity in April of the thirteenth year of Guangxu. When the oil lamps were still lit in the imperial city, the people of Kunming had already used electric lights!

The equipment of the Kunming Waterworks was also brought in from France after the opening of the Yunnan-Vietnam Railway, and when the people of other big cities in Qianguo were still carrying well water, the people of Kunming took the lead in drinking clean and convenient tap water.

According to local statistics in Yunnan, after the opening of the Yunnan-Vietnam Railway, there were as many as 20 new restaurants, foreign firms, and companies in Kunming, and 35 factories were built successively. The street is full of foreign goods from European countries, making Kunming quickly become an international business city where businessmen gather.

According to Yuan Jiaju, a son of Shiping County, Yunnan Province, before the opening of the Yunnan-Vietnam Railway, it took him more than two months to go to Beijing from his hometown to take the exam; After the railway was opened, it took him less than half a month to return to his hometown by train. Yuan Jiaju sighed with emotion and wrote a poem: "The mountains and rivers are still different, and the cloud mountains traverse the main artery; In February, the itinerary is ten, and thousands of miles of Xiongguan are urgently followed. Widely praised, he recalled that it was not easy to build the railway, and wrote a poem: "New things are difficult to fold, and it is difficult to say three things and four poles; Who said that there is no way forward in Yundian, and there is dawn at the end of the train. ”

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Koukoukoukou (to be continued.) )