中國(guó)中鐵：向著高質(zhì)量提檔升級(jí)

彭納

中國(guó)中鐵股份有限公司總裁張宗言：中國(guó)中鐵高質(zhì)量發(fā)展的未來路徑：將著力抓好海外主業(yè)發(fā)展，筑牢高質(zhì)量發(fā)展的堅(jiān)實(shí)根基；抓好海外發(fā)展的創(chuàng)新創(chuàng)造，激發(fā)高質(zhì)量發(fā)展強(qiáng)勁動(dòng)力；還將抓好跨境并購(gòu)，優(yōu)化企業(yè)海外高質(zhì)量發(fā)展整體布局。

Zhang Zongyan， President of China Railway Group Limited： China Railway will promote high-quality development from three aspects： grasping the development of overseas main businesses to lay solid foundation for high-quality development， paying attention to innovation and creation in overseas development and motivating strong power of high-quality development， and seizing the opportunities of cross-border merger & acquisition （M&A） in the future to optimize overall layout of overseas high-quality development of enterprises.

3月19日，孟加拉帕德瑪大橋施工現(xiàn)場(chǎng)每一位工作人員臉上都掛著不同往日的嚴(yán)肅，當(dāng)對(duì)講機(jī)里的指令落下最后一個(gè)音節(jié)時(shí)，大橋南岸岸邊過渡墩上的150噸龍門吊轟隆作響，隆隆巨響打破了帕德瑪河的寧?kù)o，也預(yù)示著由中鐵大橋局集團(tuán)有限公司承建的孟加拉帕德瑪大橋首塊公路橋面板安裝正式啟動(dòng)。

全長(zhǎng)6.15公里的帕德瑪大橋主橋?yàn)殡p層鋼桁梁結(jié)構(gòu)，上層是雙向四車道公路，下層為單線鐵路。上層公路橋面由2917塊橋面板組成，今天架設(shè)的正是第一塊橋面板。當(dāng)龍門吊緩緩升起，那塊51噸的橋面板牽動(dòng)著在場(chǎng)每一位工作人員的神經(jīng)。

橋面板的安裝位置精度要求極高，誤差允許值僅為2毫米，且定位難度極大。為保證測(cè)量定位的極度精準(zhǔn)，現(xiàn)場(chǎng)技術(shù)人員采用相對(duì)定位法，以鋼梁為基準(zhǔn)，時(shí)時(shí)測(cè)量計(jì)算。當(dāng)安裝成功的消息回響在整個(gè)指揮室時(shí)，工程師們臉上終于有了一絲放松。

橋面板的成功安裝，只是帕德瑪大橋技術(shù)突破的一個(gè)縮影。從2015年12月12日大橋主體開工那天開始，技術(shù)創(chuàng)新便成為中鐵大橋局修建帕德瑪大橋的關(guān)鍵詞。

濤濤恒河水在進(jìn)入孟加拉國(guó)后被稱為帕德瑪河，河水貫穿整個(gè)孟加拉國(guó)，將其分為南北兩半。一到雨季，孟加拉國(guó)充沛的降雨量便使帕德瑪河洪水泛濫，再加上南北不通，給孟加拉國(guó)的經(jīng)濟(jì)發(fā)展帶來了嚴(yán)重制約，用一座“夢(mèng)想之橋”將南北聯(lián)通，是孟加拉國(guó)人一直以來的夢(mèng)想。

在前期勘測(cè)中中方工程師發(fā)現(xiàn)，帕德瑪河河床泥沙淤積、地質(zhì)松軟，橋樁附著力較差，一旦洪水來臨，建筑就會(huì)發(fā)生不均勻的沉降。對(duì)于大橋來說這將導(dǎo)致其變形、斷裂甚至垮塌。

為解決這個(gè)難題，保障大橋穩(wěn)固，中鐵大橋局的工程師們特別設(shè)計(jì)了“鋼管樁樁端預(yù)壓施工方法”。先打一根120多米長(zhǎng)的鋼管樁進(jìn)入土體中，確保有足夠的摩擦力來固定樁基；并在樁的底部設(shè)置一個(gè)土塞，將水泥漿注入土塞內(nèi)，使之與土塞混合滲透產(chǎn)生足夠的強(qiáng)度。這樣，土塞、混凝土與鋼管樁之間可以形成封閉結(jié)構(gòu)，相當(dāng)于人為制造了一個(gè)可以承擔(dān)一定樁端壓力的微型承臺(tái)，以此提高橋樁的穩(wěn)定性。

項(xiàng)目負(fù)責(zé)人特別介紹，“每根鋼管樁重達(dá)550噸，由39節(jié)鋼板卷筒焊接而成。整座大橋一共打下240根這樣的鋼樁，并在上面建立了40個(gè)橋墩?！迸c此同時(shí)，技術(shù)人員使用專業(yè)軟件對(duì)打樁施工進(jìn)行模擬計(jì)算，并專門定制了世界上最大、造價(jià)近1億元的液壓錘。在它們的“加持下”，鋼管樁與土體的結(jié)合極為密實(shí)。這樣在雨季來臨時(shí)，這些鋼樁也能像定海神針一般插在河道里阻擋洪水，穩(wěn)固橋基。

另外，在工程師們的建議下，一種低收縮、高保坍的聚羧酸減水劑的運(yùn)用，一舉解決了孟加拉國(guó)混凝土質(zhì)量差的問題。在建設(shè)過程中，中鐵大橋局還創(chuàng)造了目前世界上最深的橋梁鋼管斜樁，突破了精度要求更高、難度更大的鋼梁焊接技術(shù)，在世界上首次使用橋面板膠接技術(shù)，并因地制宜的采用了涂漆防腐新工藝……數(shù)之不盡的技術(shù)創(chuàng)新，成就了這座中企在海外承接的最大單體橋梁工程。作為中國(guó)中鐵股份有限公司旗下的全資子公司，中鐵大橋局無疑在此項(xiàng)目上交出了一份漂亮的科技創(chuàng)新成績(jī)單。

在4月份舉行的第二屆“一帶一路”國(guó)際合作高峰論壇上，習(xí)近平主席強(qiáng)調(diào)，推動(dòng)共建“一帶一路”沿著高質(zhì)量發(fā)展方向不斷前進(jìn)。究其根本，高質(zhì)量發(fā)展離不開技術(shù)創(chuàng)新這個(gè)內(nèi)核，而帕德瑪大橋的建設(shè)正是中國(guó)中鐵向高質(zhì)量發(fā)展邁進(jìn)的一次生動(dòng)實(shí)踐。在此過程中，中國(guó)中鐵考慮的也絕不僅僅是技術(shù)創(chuàng)新這一方面。如何利用項(xiàng)目，推動(dòng)“一帶一路”區(qū)域經(jīng)濟(jì)發(fā)展？如何帶動(dòng)區(qū)域經(jīng)濟(jì)邁上高質(zhì)量發(fā)展新臺(tái)階？中國(guó)中鐵已給出了自己的答案。

2016年10月5日這天，對(duì)于埃塞俄比亞和吉布提兩個(gè)非洲國(guó)家來說，意義非凡。這兩個(gè)國(guó)家，一東一西，一個(gè)地處內(nèi)陸，以農(nóng)業(yè)為主、依賴進(jìn)出口貿(mào)易；一個(gè)地處紅海、亞丁灣中節(jié)點(diǎn)，卻因國(guó)土面積限制、自給能力較低。用一條鐵路聯(lián)通兩國(guó)，打通非洲屋脊與亞丁灣的運(yùn)輸動(dòng)脈，是東非經(jīng)濟(jì)活躍度提升的一個(gè)行之有效的方案。

為此，中國(guó)中鐵的“筑路人”走進(jìn)了非洲，一步步“丈量”出鐵路設(shè)計(jì)沿線土地，攻克一個(gè)個(gè)技術(shù)難關(guān)，讓“從零海拔的吉布提到平均海拔超過2500米的埃塞高原，建設(shè)一條現(xiàn)代電氣化鐵路比登天還難”的不可能成為了可能。通車儀式上，隨著白色列車一同駛出的，不僅是全部采用“中國(guó)標(biāo)準(zhǔn)”的非洲首條跨國(guó)電氣化鐵路，更是埃塞俄比亞和吉布提經(jīng)濟(jì)轉(zhuǎn)型的開端。

在吉布提港口堆場(chǎng)外的馬路兩側(cè)，散落著成片的鋼材等散貨。港口外，等待裝卸貨的大卡車排成兩三公里的長(zhǎng)龍。亞吉鐵路建成后，貨物從吉布提港口運(yùn)至埃塞俄比亞首都亞的斯亞貝巴的時(shí)間從一周縮短為10余個(gè)小時(shí)，大大提高了跨境物流效率。吉布提港口來往的貨車日漸多了起來，而距離吉布提港口不遠(yuǎn)處，只見用于起吊集裝箱的十幾座大型橋吊、門機(jī)并排分布在海港沿岸，一座全新的港口正在緊張施工，這里也是亞吉鐵路支線延伸線的盡頭。

這座由中國(guó)企業(yè)規(guī)劃建設(shè)的大型港口將承擔(dān)起吉布提國(guó)際物流中心的重任，未來，非洲國(guó)家出口貨物將更大規(guī)模依靠鐵路運(yùn)至吉布提，然后利用大型貨輪運(yùn)往世界各地，同時(shí)進(jìn)口貨物也將通過亞吉鐵路，并借助東非鐵路網(wǎng)運(yùn)抵東非各國(guó)。

數(shù)據(jù)顯示，吉布提港口集裝箱年吞吐能力為近100萬標(biāo)準(zhǔn)箱和500萬噸雜貨，未來吉布提港口的吞吐量將持續(xù)增長(zhǎng)，并提升吉布提服務(wù)埃塞俄比亞、南蘇丹、索馬里的作用。

外交部部長(zhǎng)助理張軍在談到高質(zhì)量、高標(biāo)準(zhǔn)推進(jìn)“一帶一路”時(shí)強(qiáng)調(diào)，共建“一帶一路”，就是想通過加強(qiáng)各國(guó)間的互聯(lián)互通，進(jìn)一步改進(jìn)和完善全球供應(yīng)鏈、價(jià)值鏈、產(chǎn)業(yè)鏈，讓那些處在不利位置上的國(guó)家，能夠更好地參與到全球分工當(dāng)中，更多地從全球價(jià)值鏈中獲益，從而為自身發(fā)展創(chuàng)造更大的動(dòng)力，也為世界經(jīng)濟(jì)增長(zhǎng)創(chuàng)造更大的動(dòng)力。中國(guó)中鐵無疑已經(jīng)在這條路上踏出了堅(jiān)定的一步。

此前，中國(guó)中鐵股份有限公司總裁張宗言在參加第二屆“一帶一路”國(guó)際合作高峰論壇時(shí)從三個(gè)方面闡釋了中國(guó)中鐵高質(zhì)量發(fā)展的未來路徑。

他表示，中國(guó)中鐵首先將著力抓好海外主業(yè)發(fā)展，筑牢高質(zhì)量發(fā)展的堅(jiān)實(shí)根基。近幾年，中國(guó)中鐵已經(jīng)開始在推動(dòng)技術(shù)、人才、資金等各類資源要素向海外主業(yè)集中上著眼。在此過程中，也不斷加快全產(chǎn)業(yè)鏈整體出海步伐。亞吉鐵路等項(xiàng)目的完成，就是對(duì)此最好的實(shí)踐。其次，抓好海外發(fā)展的創(chuàng)新創(chuàng)造，激發(fā)高質(zhì)量發(fā)展強(qiáng)勁動(dòng)力，是中國(guó)中鐵提質(zhì)發(fā)展的另一個(gè)重點(diǎn)，“在海外市場(chǎng)，創(chuàng)新是實(shí)現(xiàn)高質(zhì)量發(fā)展的橋頭堡和制高點(diǎn)。”除了帕德瑪大橋，中國(guó)中鐵承建的雅萬高鐵、中老鐵路也在科技創(chuàng)新上做足了文章。此外，中國(guó)中鐵還將抓好跨境并購(gòu)，優(yōu)化企業(yè)海外高質(zhì)量發(fā)展整體布局。據(jù)張宗言透露，中國(guó)中鐵正在進(jìn)行對(duì)克羅地亞當(dāng)?shù)匾患夜镜牟①?gòu)?！拔覀兛缇巢①?gòu)會(huì)聚焦在與公司國(guó)際化發(fā)展形成戰(zhàn)略性互補(bǔ)，可以說這也是公司優(yōu)化海外高質(zhì)量發(fā)展整體布局的關(guān)鍵一招?！?/p>

2018年8月，從中國(guó)中鐵發(fā)布的2018年中期業(yè)績(jī)報(bào)告不難看出，中國(guó)中鐵在最近幾年企業(yè)結(jié)構(gòu)調(diào)整中的數(shù)據(jù)變化，而這份報(bào)告也印證著張宗言提到的中國(guó)中鐵高質(zhì)量發(fā)展的戰(zhàn)略布局。

報(bào)告顯示，2018年上半年，中國(guó)中鐵完成新簽合同額6347億元，同比增長(zhǎng)13%。其中，公司基礎(chǔ)設(shè)施建設(shè)業(yè)務(wù)完成新簽合同5268億元，同比增長(zhǎng)9.1%；基建業(yè)務(wù)中鐵路、市政及其他業(yè)務(wù)的經(jīng)營(yíng)業(yè)績(jī)表現(xiàn)突出，分別完成新簽合同額889.2億元和3441億元，增幅分別為10.4%和17.5%，公司市政及其他業(yè)務(wù)占基建業(yè)務(wù)合同額的比重進(jìn)一步提升。另外，勘察設(shè)計(jì)與咨詢業(yè)務(wù)、工程設(shè)備和零部件制造業(yè)務(wù)、房地產(chǎn)開發(fā)、其他業(yè)務(wù)新簽訂單分別為130.9億元、168.8億元、240.2億元、539.3億元，同比分別增長(zhǎng)8.4%、5.7%、53.7%、53.8%。

數(shù)字背后代表的是中國(guó)中鐵正向“高質(zhì)量、高標(biāo)準(zhǔn)、高水平”邁進(jìn)的步伐，無論是技術(shù)創(chuàng)新的核心，還是帶動(dòng)區(qū)域經(jīng)濟(jì)的發(fā)展，抑或是公司結(jié)構(gòu)的調(diào)整，這些無疑都是中國(guó)中鐵交出的向“高質(zhì)量提檔升級(jí)”的答卷。

On March 19， each worker on construction site of Padma Bridge in Bangladesh looked serious， when the order was released through interphone， the 150 tons gantry crane on transition pier of the south bank of the bridge began to roar to break the quiet Padma River， indicating formal launching of the erection of the first deck slab of highway bridge of Padma Bridge in Bangladesh undertaken by China Railway Major Bridge Engineering Group Co.， Ltd. （MBEC）， a subsidiary of China Railway.

The main bridge of Padma Bridge with full length of 6.15 kilometers has double-layer steel girder structure， with the upper layer as two-way four-lane highway， and the lower layer as single-line railway. The upper highway bridge deck is composed of 2，917 deck slabs， and the slab erected today is the first deck slab. With slow lifting by gantry crane， the nerve of each on-site worker was drawn by the 51 tons slab.

Bridge deck has very high erection position accuracy requirements with allowable error of only 2 millimeters， and it is very difficult to be positioned. To ensure extremely accurate surveying and positioning， relative positioning methods was adopted by on-site technicians who took steel girder as base for real-time measurement and calculation. Engineers finally looked a little relaxed after the message of successful erection echoed throughout command room.

The successful bridge deck erection is only a miniature of technology breakthrough of Padma Bridge. From the commencement of main works of the bridge on December 12， 2015， technology innovation has become a keyword of the construction of Padma Bridge by MBEC.

The Ganges River is called Padma River in Bangladesh， and the river goes through the entire Bangladesh， dividing the country into the south half and the north half. In the rainy season， the sufficient precipitation of Bangladesh will flood Padma River， and since the south is not connected with the north， the economic development of Bangladesh suffers from severe restriction. To connect the south and the north by a “dream bridge” has been a dream of the Bangladeshis for a long time.

During the preliminary survey， Chinese engineers noticed that Padma River has loose sediment on river bed， which may lead to poor adhesive force of the bridge pier. It can be indicated that structures of the bridge will suffer from non-uniform sedimentation in case of flood， causing deformation， fracture or even collapse.

To solve the problem and guarantee the bridge stability， the engineers of MBEC designed “steel tube pile tip pre-pressing construction method”. A steel tube pile with length of about 120 meters was driven into soil mass to ensure enough friction force to fix pile foundation； the pile bottom was set with a soil plug filled with cement mortar to ensure enough strength through mixing and infiltration with the soil plug. In this way， closed structure can be formed among soil plug， concrete and steel tube pile， like a man-made micro-cap capable of bearing certain pile tip pressure， thus improving the bridge pile stability.

The relevant project leader emphasized： “each steel tube pile has weight of 550 tons and consists of 39 steel sheet drums through welding. The entire bridge is set with 240 such steel piles on which 40 piers are built.” Besides， technicians have performed simulation calculation for piling with professional software and in particular customized the largest hydraulic hammer in the world， with cost of nearly RMB 100 million. “Reinforced” by these efforts， steel tube pile is in compact combination with soil mass. In this way， these steel piles will be solid in the river to retain flood and stabilize bridge foundation firmly during the rainy season.

What’s more， suggested by engineers， a low-shrinkage and high-slump-retention polycarboxylate superplasticizer was utilized to solve the problem of poor concrete quality in Bangladesh. During construction， MBEC also created the deepest inclined steel tube pile for bridge in the world， broke through the steel girder welding technology with higher accuracy requirements and higher difficulty， adopted bridge deck cementing technology for the first time in the world， and applied the new process of paint corrosion prevention according to local conditions…The countless technology innovations have promoted the largest single bridge project undertaken overseas by Chinese enterprises. As a wholly owned subsidiary of China Railway Group Limited， MBEC has undoubtedly presented a satisfactory report card of scientific and technological innovation in this project.

In the Second Belt and Road Forum for International Cooperation （BRF） held in April this year， President Xi Jinping emphasized that the Belt and Road Initiative（BRI） should be promoted for continuous advancement in high-quality development direction. High-quality development fundamentally relies on technology innovation， while the construction of Padma Bridge is a vivid practice of the advancement of China Railway towards high-quality development. In this process， China Railway considered more than just technology innovation. How to promote Belt and Road regional economic development by the project？ How to drive regional economy to a new step of highquality development？ China Railway has given its own answer.

October 5， 2016 was a date with extraordinary significance for the two African countries - Ethiopia and Djibouti. The two countries， one in the east and the other in the west， are quite different from each other： Ethiopia an inland country mainly relies on agriculture and the import & export trade； Djibouti， on the other hand， sits in the junction of Red Sea and Gulf of Aden with low self-sufficient capability due to limit on territory area. Building a railway to link both the countries， connect the transport artery through African ridge and Gulf of Aden can be an effective solution to improve economic activity of East Africa.

Therefore， the “road builders” of China Railway entered Africa， measured the land along railway design line and tackled technical difficulties， accomplishing the impossible task of the constructing a modern electrified railway from zero-altitude Djibouti to Ethiopia Plateau with average altitude of more than 2，500 meters into reality. In the opening ceremony， what began to run was not only the white train driven on the railway， but also the first crossborder electrified railway of Africa completely under“Chinese standards” and the beginning of economic transformation of Ethiopia and Djibouti.

Steels and other bulk goods were scattered on both sides of the road out of the yard of the Port of Djibouti. The trucks waiting for loading and unloading lined up for distance of 2～3 kilometers outside the port. After the completion of Addis Ababa-Djibouti Railway， the time for transport of goods from the Port of Djibouti to Addis Ababa -capital of Ethiopia is shortened from one week to dozens of hours， greatly improving cross-border logistics efficiency. The amount of trucks coming and going in the Port of Djibouti has grown significantly.Dozens of large-sized bridge cranes and portal cranes were distributed along port beach for lifting containers not far from the Port of Djibouti， working tightly for a brand-new port. It is the end of extension line of the branch of Addis Ababa-Djibouti Railway.

The large-sized port planned and constructed by Chinese enterprises will undertake the position of an international logistics center of Djibouti； exported goods of African countries will rely on the railway transport to Djibouti in large scale in the future before delivery all over the world by large-sized cargo ships， and imported goods will also be delivered to the countries of East Africa through Addis AbabaDjibouti Railway and railway network of East Africa.

Data shows that the Port of Djibouti has annual throughput of nearly 1 million standard containers and 5 million tons of general cargo； the throughput of the Port of Djibouti will increase in the future， and the function of Djibouti to serve Ethiopia， South Sudan and Somalia will also be improved.

When it comes to promoting the BRI with highquality and high-standard， Zhang Jun， the Assistant Minister of the Foreign Affairs， once emphasized that the joint construction of Belt and Road is to further improve global supply chain， value chain and industry chain through strengthening interconnection of countries， thus to ensure that the countries in unfavorable locations will also participate in global division of work properly to better benefit from global value chain. In this way， they can create higher power for self-development and global economic growth. Undoubtedly， China Railway has already taken its solid step on this road.

Zhang Zongyan， President of China Railway， recently explained “high-quality development” future path of China Railway in three aspects during the Second BRF.

He expressed that China Railway would firstly grasp the development of overseas main businesses to lay solid foundation for high-quality development. In recent years， China Railway has focused on the promotion of the concentration of technologies， personnel， funds and other resource factors to overseas main businesses. It has also accelerated overall steps for entire industry chain to go abroad continuously in this process. The completion of Addis Ababa-Djibouti Railway Project is the best practice. Secondary， China Railway will pay attention to innovation and creation in overseas development， motivate strong power of high-quality development as another key point of high-quality development of China Railway. He said： “In overseas market， innovation is the bridgehead and commanding height for realizing high-quality development.” In addition to Padma Bridge， the Jakarta-Bandung High-speed Railway and China-Laos Railway undertaken by China Railway have also yielded plenty of scientific and technological innovation. Besides， China Railway will seize the opportunities of cross-border merger & acquisition （M&A） in the future to optimize overall layout of overseas high-quality development of enterprises. It is revealed by him that China Railway is now engaged in the M&A for a Croatian company. “Our cross-border M&A will focus on strategic complementation with international development of the company， which can be considered as a key means of the optimization of overall layout of overseas high-quality development of the company，” said Zhang.

In August 2018， it is not easy to find out the data change of China Railway in enterprise structure adjustment in recent years from the interim performance report in 2018 released by China Railway， while the report has also verified the strategic layout of high-quality development of China Railway as mentioned by Zhang Zongyan.

The report shows that in the first half of 2018， China Railway completed new contract price of RMB 634.7 billion， with a year-on-year increase of 13%. To be more precise， the infrastructure construction business completed new contract price of RMB 526.8 billion， with a year-on-year increase of 9.1%； railway， municipal engineering and other businesses had prominent operation performance in infrastructure construction business， with new contract price of RMB 88.92 billion and RMB 344.1 billion and growth of 10.4% and 17.5% respectively， indicating a further raise the proportion of municipal engineering and other businesses of the company in contract price for infrastructure construction business. Besides， survey， design and consulting business， engineering equipment and part manufacture business， real estate development and other businesses completed new order amount of RMB 13.09 billion， RMB 16.88 billion， RMB 24.02 billion and RMB 53.93 billion， with a year-on-year increase of 8.4%， 5.7%， 53.7% and 53.8% respectively.

The figures represent the pace of China Railway towards “high-quality， high-standard and high-level” development. The core of technology innovation， the promotion of regional economic development and the company’s structural adjustment can all be seen as answers to high-quality upgrading given by China Railway.