He opened China’s “high-speed rail era”, but he himself was imprisoned.

In the early summer of 2004, the four giants Siemens of Germany, Kawasaki Heavy Industries of Japan, Alstom of France, and Bombardier of Canada gathered in Beijing, attracting world attention.

At this time, it was the most embarrassing period for China’s railway development.

Due to the long-term shortage of railway construction in China, the “iron boss” has long lost its former glory.

There is a poignant metaphor for China’s railway mileage: “The per capita railway in China is less than the length of a cigarette.”

Regardless of whether it is freight or passenger transport, the dilemma of “it is hard to get a car” and “it is hard to get a ticket” for passenger transport has made countless Chinese people dissatisfied.

Compared with the 300 kilometers of high-speed rail that has been put into operation abroad, China’s long-term trains with a speed of about 100 kilometers per hour and the dirty and messy city railway stations have been criticized constantly.

Previously, with the opening of the Shanghai Maglev Demonstration Operation Line, some Chinese academicians excitedly hoped to vigorously promote this technology.

At the same time, the “self-developed high-speed wheel and rail” technology that China’s Ministry of Railways has always insisted on has also seen changes.

Liu Zhijun, who has just taken office as the new Minister of Railways, proposed the strategy of “exchanging market for technology” and even gave up the “China Star” EMU project that China has been developing for many years.

Before Liu Zhijun became the Minister of Railways, China had actually begun the research and development of high-speed rail, represented by the “China Star” which uses the world’s most cutting-edge high-power AC transmission technology.

But it is a pity that after the “China Star” hit a maximum experimental speed of 321.5 kilometers per hour in November 2002, it “dropped” when the then Railway…