Is 2. 5 hours a blow? There's only one thing at the core: look what kind of car you're in。
Sian to chongqing is a high iron in west chongqing. The main route is siendong to chongqingxi, which is 649 km long and is built 350 km fast. When someone listens to "2. 5 hours straight", they start with the calculator, and it's not possible. In turn, it was considered easy to run into 2. 5 hours, since it was 350 kilometres of high iron. The problem is that many people mix "design speed" "theory speed" "operational time" into one thing。
It's not really hard to calculate. 649 kilometres, if run at a full speed of 350 kilometres per hour, the theoretical running time is approximately 2. 1 hours. But high iron is not an aircraft cruise, much less a high-speed gas door on a car. It enters the station, slows it down, stops it, opens the door, goes up and down, then pulls out of the station, all of which take time. If there are more regular stopovers, the whole process is lengthened and eventually the time is natural。
There's an easy to ignore detail here. The 90-km link to the north of huanzhou, often referred to by the outside world, does not belong to the xi'an-chongqing main route. In other words, the discussion on “how long will chongqing last?” would have to separate the main and the secondary lines, or it would have been biased at the outset。
In the case of ordinary cars covering cities along the border, with many stopovers, the service is a broader travel requirement. On paper, it appears that two minutes of parking per station is not much, to the operational level, with trains entering and leaving stations, route organization, back-to-back traffic intervals, and road speed limits in mountainous areas, none of which is as simple as running in a second-table straight line. The qinba mountains are crossed by the qinba mountains with a high percentage of the bridge and complex conditions on the bends, making it impossible to run for 350 kilometres. It is not surprising that the normal vehicle runs to about two hours and 40 minutes, with additional scheduling factors。
So those who question are not bullshit。
But the official call for a 2. 5 hour pass is not an empty slogan. Because it's never just a car. It is clear from the model of many main lines operating throughout the country over the years that it is almost always equipped with poles, straight-to-cars, station stops or large station cars. The former pursues cross-regional efficiency while the latter combines coverage along the routes. Putting it on the high iron in west sud, it would be realistic to park only at core nodes such as ankonxi, south darfur, guangdong, where the number of stoppings would be significantly reduced, reducing the rate of wear and tear and running to about two hours and 20 minutes。
As a matter of fact, 2. 5 hours is not “all cars do” but “there are cars that do”。
This debate is a bit like the old one when some people used to look at high iron propaganda: the ability of the fastest car is always used as the average performance of the total number of cars; and the logic of the ordinary car runs on the sticker. Part of the truth was caught on both sides, but the whole picture was not put together。
And what's more interesting is that a lot of people are staring at those 12 or 20 minutes, and they're ignoring the real weight of this line. Cession is not simply “nearer” for the two cities; it is essentially redrawing the relationship between north-west and south-west. Chongqing, one of the core cities of the chengsu region's bi-city economic circle, is linked to the city of the plain city of xi'an, where movement of people, industrial collaborations and business exchanges are markedly accelerated。
From an industrial perspective, this change is more noteworthy than “tourism is easier”. There would have been complementarities in xi'an's science, electronic information, equipment manufacturing, chongqing's cars, smart manufacturing, commercial and commercial logistics. The cities in the middle of the ankang, dazhou and guangan are no longer mere “pass”, but may instead re-establish their industries, attract investment and drive consumption through transport. Looking at the development of cities along the high iron belt in the country in recent years, it is clear that when a high-standard route is opened, it is often not the tourist flow of the landscape that changes first, but rather the high-frequency activities of recruitment, logistics, fairs and business trips。
And there's a layer of impact that many people will slowly feel. When the traffic radius changes, the psychological distance between cities changes. Previously, it had been felt that sian and chongqing were two relatively separate blocks, and that in the future, in the day-to-day arrangements of a number of people, it might be a walk-by-go trip, a weekend-long family visit, or even “twin-town co-location” in certain industries。
This is the most powerful place in the world. It does not just compress time on the clock, it changes how resources flow, where people go and where opportunities arise。
So it doesn't have to be black or white. It's normal for ordinary cars to exceed 2. 5 hours. It makes perfect sense to have a pole in the car for 2. 5 hours. One is responsible for fast, one is responsible for wide and nobody is set up。
I wonder what the controversy is about, maybe just one thing: public transport is now becoming more and more popular. Not bad. That's more true。
It's not a question of arithmetic as to what you care more about, whether it's as fast as possible, or whether it's easier to stop a few stops to get in the city along。
