The Infrastructure Maniac - China	Category: ICT Published: 2025 #2514b
	Machine Eye	251620u

Title	The infrastructure Maniac - China	インフラマニア国家- 中国
Index	Introduction: beginningsxx: Mysteriesxxx: Making sense: Surprisesxxx: Voyages ofxx: Conclusionsx: The heart of: A glimpse of: Lost symmetr: Nature's sl: Antimatterx: Back to the: Luciferxxxx:	Introduction: beginningsxx: Mysteriesxxx: Making sense: Surprisesxxx: Voyages ofxx: Conclusionsx: The heart of: A glimpse of: Lost symmetr: Nature's sl: Antimatterx: Back to the: Luciferxxxx:
Key	; ;

Key	Description	Remarks
>Top 0. Introduction: https://www.youtube.com/watch?v=XYoMI_19jjI	0. xxxx:	0. xxxx:

>Top 1. The Infrastructure Maniac - China: Railways When you think of infrastructure in the US, the first things that probably come to mind are the iconic orange-red cables of the Golden Gate Bridge*2 or the endless stream of cars on the interstate highways. These are without a doubt symbols of American pride. After all, the Golden Gate Bridge was completed in 1937, and the Hoover Dam stunned*3 the world way back in the 1930s. But today, let's shift our focus halfway across the globe to China. There, a groundbreaking infrastructure revolution is unfolding. One that is redefining the scale, the speed, and the technological limits of what we once called engineering marvels*4. This is the story of China's infrastructure. A story of breathtaking ambition and record-breaking projects, of a nation reshaping its landscape at lightning speed and rewriting the global playbook*6 for what infrastructure can achieve. Can you believe this? While America is still stuck in endless debates just to renovate a single bridge, China has already built the tallest bridge on Earth suspended between cliffs as high as a 200-story skyscraper. While American high-speed rail proposals are still stuck in Congress, China's bullet trains are racing at 421 km/h across a staggering*7 40,000 km of high-speed rail, more than the rest of the entire world combined. This isn't a SF movie. This is real. This is China. Redefining what's possible in engineering, one mega project at a time. To be honest, when it comes to infrastructure, the gap between China and the US might be far bigger than you think. Take high-speed rail for example. America's first high-speed rail project, the California high-speed rail, was approved back in 2008. And the result, 16 years later, it's still not finished. The original budget of 33 billion has ballooned to over 128 billion. (Governor of CA, Gavin Newsom, D; 2019-) "So, we're here to talk about the California high-speed rail project. So, when originally conceived, the voters of CA voted in Proposition 1A that they would have a high-speed rail from LA to San Francisco. It was going to be done by 2020 and it was going to cost dollar 33 billion. And people were excited. They were thrilled. Take people off the road, out of the air, put them on rail, move them quickly. It was an exciting time, exciting promises for an exciting project. Where are we today? Well, today we are severely, no pun*9 intended, off track*10. And that project, thus far*11, is going to cost the CA taxpayer and the federal taxpayer at best estimates 33 to 35 billion dollars. At best, that portion of the project is not going to be completed in until 2033 - 2035. Way after this whole project was to be completed. And with the 15.7 billion dollars already invested in a project that has given you bridges here to my left and to my right, bridges to nowhere, right? But this project if completed 400 miles from La to SF, at best it'll cost 106 billion dollars. Now most people will say that is a rosy estimate. There's no way it's going to be completed for 106 billion dollars, which just to do some simple math, that's three times. Meanwhile, in China, since the Beijing Tiānjīn (天津) line opened in 2008, China has built over 40,000 km of highspeed rail. Enough to circle the Earth at the equator and then some. And the kicker*12, China's average construction cost is only 1/5 of CA's highspeed rail project. It's like China is riding a rocket while the US is still on a bicycle. From the frozen highlands of the north to sundrenched*14 tropical shores, China's vast high-speed rail network keeps racing forward day in day out*15.

1. インフラマニア国家 -中国: 鉄道 米国のインフラといえば、まずGolden Gate Bridge の象徴的なオレンジ色のケーブルや、州​​間ハイウェイを途切れることなく走る車列を思い浮かべる人が多いでしょう。これらは紛れもなく米国の誇りの象徴です。Golden Gate Bridgeが完成したのは1937年、Hoover Damは1930年代に世界を驚かせた のです。しかし今日は、地球の裏側、中国に目を向けて見ると、そこでは画期的なインフラ革命が進行中です。かつて我々が工学上の驚異と呼んでいたものが、規模、スピード、そして技術的限界を再定義するような革命が進行中です。これは中国のインフラの報告です。息を呑むような野心と記録破りのプロジェクトの数々。国が電光石火の速さで国土を再構築し、インフラで何を達成できるかという世界の教科書を書き換えている物語です。信じられますか？ 米国がたった一つの橋の改修をめぐって果てしない議論に終始している間、中国はすでに200階建ての高層ビルに匹敵する高さの崖に架けられた、地球上で最も高い橋を建設した。アメリカの高速鉄道計画が議会で停滞している間、中国の新幹線は時速421キロで走っており、その総延長はなんと4万kmにも及びます。これは世界の他の国々の総延長を合わせた距離を上回ります。これはSF映画ではありません。現実なのです。これが中国です。巨大プロジェクトを一つずつ進めることで、エンジニアリングの可能性を再定義しています。正直なところ、インフラに関しては、中国とアメリカの差は想像よりもはるかに大きいかもしれません。 高速鉄道を例に挙げましょう。アメリカ初の高速鉄道プロジェクトであるカリフォルニア高速鉄道は、2008年に承認されました。そして16年経った今でも、未だに完成していません。当初の予算の330億ドルは1280億ドル以上に膨れ上がっています。 （カリフォルニア州知事Gavin Newsom）「それでは、CA高速鉄道プロジェクトについてお話ししましょう。構想された当初、CA州の有権者は提案1Aで、LAからSFまで高速鉄道を敷設することを決議しました。2020年までに完成し、費用は330億ドルとされていました。人々は興奮し、胸を躍らせました。人々を道路や飛行機から解放し、鉄道で迅速に移動させる。当時は興奮し、刺激的なプロジェクトに期待が膨らんでいました。しかし、今はどうなっているのでしょうか？今や私たちは大きく軌道から外れています。（Off-truckという冗談ではなくが）。そして、このプロジェクトは、これまでの所、CA州の納税者と連邦政府の納税者に、せいぜい330億ドルから350億ドルの費用がかかると見込まれています。完成予定は早くても2033年から2035年頃と見込まれています。それは、プロジェクトが完成するはずだった時期より遥かに遅れています。そして、すでに157億ドルが投資されており、左と右に橋が架かっていますが、その橋はどこにも繋がらない状態です。しかも、このプロジェクトをLAからSFまでの400マイル (約640km) 区間で完成させようとすると、最高でも1060億ドルの費用がかかります。ほとんどの人は、それでも甘い見積もりだと言うでしょう。1060億ドルでも完成しないとは、単純計算で言えば、当初予算の3倍なのです。 一方、中国では、2008年に北京・天津線が開通して以来、中国は4万キロを超える高速鉄道を建設してきました。これは地球の赤道一周をはるかに超える距離です。しかも、中国の平均建設コストは、CA州の高速鉄道プロジェクトのわずか1/5に過ぎません。まるで、中国がロケットに乗っているのに対し、米国はまだ自転車に乗っているようなものです。北方の凍てつく高地から、太陽が降り注ぐ熱帯の海岸まで、中国の広大な高速鉄道網は日々延伸を続けています。

1. xxxx: a Golden Gate Bridge: 1937完成, 2740m (spn 1270m) stun: 驚かす marvel: 驚異, 不思議 a global playbook: 世界規模でのビジネス戦略や業務プロセスの標準化のguideline [bz用語] staggering: 呆然とする a pun: ダジャレ, 語呂合わせ off-track: situated or taking place away from a racetrack. =no track?? thus far = so far kicker: 意外な結末 a sun-drenched: receiving a great deal of sunlight day in day out: 開けても暮れても

>Top 2. Bridges: Now, let's talk bridges. The Golden Gate Bridge is iconic. But today, 42% of US bridges are past their intended service life, causing an estimated 110 billion dollars in economic losses every year due to aging and deterioration. In contrast, China is home to*5 eight of the 10 longest sea crossing bridges in the world. And the construction efficiency absolutely staggering*7. [video] In the US, building a standard bridge can takes 7 to 10 years. But in China, advanced pivot*8 technology has made it possible for a 16,300 ton bridge to rotate 180º and connect in just 90 minutes. In 2019, the Píngxiāng Bridge (萍鄉) in Héběi (河北) completed its pivot in only 85 minutes, a new world record. One American viewer even joked: "Do people in China have more hours in a day than we do? So where does this massive gap come from? It boils down*9 to fundamentally different approaches to infrastructure. In the US, projects often get stuck in endless rounds of approvals, local opposition, and political tug-of-war*10 over funding. But in China, centralized planning and powerful execution enable the country to rally*11 national resources for major challenges. Just look at the Hong Kong Zhūhāi Macao Bridge. More than 1,400 companies and tens of thousands of engineers worked together on a single goal. That kind of nationwide coordination is nearly impossible to replicate*12 in the US. And yet in the face of what many consider a modern engineering miracle, some voices online from the US have raised doubts. With China's current level of industrial development, can this bridge really hold up*13? I bet it'll need a full overhaul in just a few years. It can't compare to Brooklyn Bridge, USA. This is just a showpiece*14 - no real use. Just trying to flex on*16 the world stage. A waste of money. Purely symbolic with no real benefit to the region. But these dismissive*17 comments reveal less about the bridge. And far more about their own comprehension limits. They conveniently ignore the 1,000+ patented technologies developed during the construction. They overlook the 6.7 km undersea immersed tunnel, built with a precision tolerance of less than 5 mm. And they're unaware of the bridge's advanced design, with multi-layered anti-corrosion systems, seismic resilience, and the ability to withstand Category 16 typhoons, magnitude 8 earthquakes, and even a 300,000-ton ship collision. When Chinese engineers declared a 120-year design lifespan, it wasn't a marketing slogan, it was backed by hard data, rigorous testing, and world-class engineering. These unfounded criticisms aren't about the bridge. They're about the growing unease of watching China's engineering capabilities rise with a speed and confidence the world didn't expect. Imagine this: Beneath the roaring waves of the Līngdīngyáng (伶仃洋) Strait, 33 massive immersed tunnel segments, each as tall as an 8-story building and weighing 80,000 tons, had to be aligned and joined together with Lego-like precision. The margin of error: no more than 5 cm. The difficulty: comparable to threading a needle through a moving aircraft carrier during a hurricane. This was the "hell-level" challenge Chinese engineers faced while building the Hong Kong Zhuhai Macao Bridge. John Smith, a member of the American Society of Civil Engineers, once said: Achieving milimeter-level precision in deep-sea immersed tube joint? We used to think that was impossible in the real world. Faced with such skepticism - even ridicule - from overseas experts, Chinese engineers responded with quiet determination: Yes, the difficulty is unprecedented. Milimeter-level tolerance in these conditions is an enormous challenge. But that's exactly why we must do it. This is our responsibility as Chinese engineers. We will not be intimidated by mockery*18 or doubt. And no technological blockade can stop our progress. We will stay on site, research day and night, and even if we fail thousands of times, we will never give up. And they didn't. Through relentless effort, they invented a technique called "composite foundation treatment," injecting special materials into the seabed to turn soft silt into rock-solid support capable of holding tens of thousands of tons. During testing, engineers worked 72 hours non-stop, failed 137 times. Until they finally achieved a 300% increase in load-bearing capacity. On May 2, 2017, during the connection of tunnel segments E29 and E30, a sudden tidal surge knocked them 3 cm of alignment. In that critical moment, China's self-developed dynamic hydraulic adjustment system kicked in. And in just 15 minutes, performed a milimeter0-level correction. This move didn't just save the project, it rewrote the rules of sea-crossing tunnel construction worldwide. Today, the 55-km-long Hong Kong Zhuhai Macao Bridge is not only the longest sea-crossing bridge in the world, it's a bold symbol of China's engineering prowess*19.

2. 橋梁: さて、橋についてお話しましょう。Golden Gate Bridgeは象徴的な存在です。しかし現在、米国の橋の42%が耐用年数を過ぎており、老朽化と劣化により毎年推定1100億ドルの経済損失が発生しています。一方で、世界最長の海上橋の10本のうち8本は中国にあります。そしてその建設効率は実に驚異的です。[動画] 米国では標準的な橋の建設には7年から10年かかります。しかし中国では、高度なピボット(軸回転)技術により、1万6300トンの橋をわずか90分で180度回転させて接続することが可能になったのです。2019年には河北省の萍鄉橋がわずか85分でピボット工法を完了し、世界新記録を樹立しました。あるアメリカ人観察者は "中国人の1日の時間は私たちよりも長いのだろうか？この大きな差は一体どこから来るのか？" と冗談を飛ばしたほどです。それは、インフラに対するアプローチが根本的に異なることに帰着するので。米国では、プロジェクトはしばしば、終わりのない承認手続き、地元の反対、資金をめぐる政治的綱引きで行き詰まってしまうのです。 しかし中国では、中央集権的な計画と強力な実行力により、大きな課題に対して国家の資源を結集することが可能なのです。香港珠海マカオ橋の例を見れば分かります。実に1,400社以上の企業と数万人のエンジニアが、一つの目標のために協力したのです。このような全国的な連携は、米国ではほぼ再現不可能です。しかし、米国のネット上では、多くの人が現代工学の奇跡と考えるこの橋に対し、疑問の声が上がっています。中国の現在の産業発展レベルで、この橋は本当に持ちこたえられるのか、と。それは 数年以内に全面的な改修が必要になるだろう。米国のブルックリン橋とは比べものにならない。これは単なる見せ物みたいで、実質的な用途はない。世界の舞台でひけらかそうとしているだけで。予算の無駄遣い。地域に実質的な利益をもたらさない、単なる象徴的なものに過ぎないというのです。しかし、こうした軽視するようなコメントは、橋についてあまり語っていない。その橋はむしろ、彼らの理解の限界を示しているのです。 彼らは、建設中に開発された1,000件を超える特許技術を都合よく無視しています。5mm未満の精度公差で建設された全長6.7kmの海底トンネルも無視しています。さらに、その橋は、多層防食システム、耐震性、カテゴリー16の台風、マグニチュード8の地震、さらには30万トン級の船舶の衝突にも耐える能力を備えて、高度に設計されたことについても認識していません。中国のエンジニアが120年の設計寿命を宣言したとき、それは単なるマーケティングスローガンではなく、確かなデータ、厳格な試験、そして世界クラスのエンジニアリングによって裏付けられていたのです。 これらの根拠のない批判は、橋そのものに対するものではないのです。世界が予想もしなかったスピードと自信をもって中国のエンジニアリング能力が向上していくのを目の当たりにし、不安が募っていることによる批判に過ぎないのです。想像してみて下さい。この橋は、伶仃海峡の荒波の下で、それぞれ8階建てのビルに匹敵する高さで、8万トンの重さを持つ33本の巨大な海底トンネルのセグメントを、レゴブロックのような精度で整列させて接合しなければならなかったのです。誤差はわずか5センチ。その難しさは、ハリケーンの中で航行中の空母に針を通すようなものです。これが、中国のエンジニアたちが香港珠海マカオ大橋の建設中に直面した"地獄のような" 課題だったのです。アメリカ土木学会の会員であるJohn Smithはかつてこう述べた。"深海の海底トンネルの接合部でmmレベルの精度を達成するは、 かつては現実には不可能だと思われていたのです。" このような海外の専門家からの懐疑的な視線、さらには嘲笑に直面した中国のエンジニアたちは、静かな決意でこう答えたのです。"確かに、これは前例のない難しさです。このような条件下でmmレベルの許容誤差を実現するのは、途方もない挑戦なのです。” だからこそ、私たちはやり遂げなければならないのです。これは中国のエンジニアとしての責任なのです。嘲笑や疑念に屈することはあってはならない。いかなる技術上の限界も我々の進歩を止めることはできないのです。我々は現場に留まり、昼夜を問にわず研究を続け、たとえ何千回失敗しても決して諦めないし、実際に、彼らは諦めなかったのです。その不断の努力を経て、"複合基礎処理" と呼ばれる技術を開発したのです。これは、海底に特殊な材料を注入することで、軟らかいシルト層を数万トンの荷重に耐えられる岩のように堅固な基盤に変えるものなのです。試験中は、エンジニアたちは72時間休みなく作業し、失敗を137回も繰り返したのです。そしてついに、基盤の耐荷重能力を300%向上させることに成功したのです。 2017年5月2日に、トンネルの区間E29と区間E30の接続工事中、突発的な高潮が発生し、トンネルの接続配列が3cmずれたのです。この危機的な瞬間に、独自に開発した動的油圧調整システムを作動させ、わずか15分でmmレベルの修正を行いました。この措置はプロジェクトを救っただけでなく、世界の海底トンネル建設の方法を塗り替えました。現在、全長55kmの香港珠海マカオ大橋は、世界最長の海上橋であるだけでなく、中国のエンジニアリング力の象徴となっています。

a a a a home to: の所在地, が存在する a staggering: 驚異的 pivot: 軸, 中心 boil down: 結局...になる tug-of-war: 綱引き rally: 持ち直す, 反発する replicate: 模写する, 繰り返す hold up: 持続する showpiece: 展示物 a flex on: 自慢する, 見せびらかす dismissive: はねつける mockery: 嘲笑 prowess: 勇気, 力量

>Top 3. Water engineering: Next, let's talk about water engineering. The Hoover Dam was once a global icon of industrial might its power output unmatched for decades. But today, China's Báihètān Dàbà (白鹤滩大坝) Hydro-power Station has taken center stage. Its network of underground chambers stretches over 217 km, that's the length of 300 Empire State Buildings stacked end to end. The largest cavern*3 is 438m long, 34m wide and 88.7m tall, hence can easily accommodate 13 Boeing 737 aircrafts. And in terms of output: It generates three times the electricity of Hoover Dam. Even more astonishing - while America's Big Dig*4 in Boston went 220% over budget and suffered decades of delays; China built Beijing Dàxīng International Airport (北京大兴国际机场), a massive, starfish-shaped megastructure in just four years. It handles 200,000 passengers a day, and secured 60 international patents in the process. From cross-sea bridges to hydro-power giants, from high-speed rail networks to clean energy megabases, Chinese engineers are pushing boundaries again and again, turning the impossible into reality. They are building, quite literally, the backbone of a nation's rise. These projects show that China doesn't just export infrastructure, it exports a complete development solution. Even The New York Times admitted: "Chinese infrastructure is reshaping the global economic order." So how is China defining the next century of human progress? While the US is still fixing highways from the last century, China is already exploring the ultimate future of infrastructure. With each mega project built, China continues to overcome world-class engineering challenges, through innovative techniques and advanced construction methods, earning it the moniker*6 "Infrastructure Maniac." Moreover, China has undertaken major projects innumerous other countries, each emblematic*7 of its development drive. Behind China's global leadership in infrastructure lies not only a leap in technology, but also the support of a mighty nation. For over a century from the devastation*8 at the founding of the People's Republic of China, it has been the successive struggles of generations of Chinese engineers that have painted the picture of today's prosperous China. And yet, this is not the end for China. In the future, the "Infrastructure Maniac" will continue to help more developing countries modernize, create new opportunities for development, and build a better, more livable world for all. Each bridge, every road, and every project connects cities and countrysides, the present and the future, China and the world! Chinese infrastructure has not only reshaped the face of China, but also exemplified the strength, spirit, and speed of the nation. The Infrastructure Maniac will never stop! What miracles do you think Chinese infrastructure will create in the next decade? Please share you thoughts in the comments.

3. 水利工学: 次に、水利工学について話しましょう。Hoover Damはかつて、数十年にわたり比類のない発電量を誇り、産業の象徴として世界的に知られていました。しかし今日、注目を集めているのは中国の白鹤滩大坝（Báihètān Dàbà）水力発電所です。その地下空洞網は217kmにも及び、これはEmpire Stateビルの300棟分、端から端まで積み重ねた長さに相当します。最大の空洞部分は長さ438m、幅34m、高さ88.7mで、ボーイング737型機13機を楽々と収容できます。そして、発電量はHoover Damの3倍なのです。 さらに驚くべきことに、米国のBostonにおけるBig Digプロジェクトィグが予算を220%も超過し、何十年にわたる遅延が生じた一方で、中国ではわずか4年で、巨大なヒトデ型の巨大建造物である北京大興国際空港を建設したのです。この空港は1日20万人の乗客が利用し、その建設の過程で60件の国際特許を取得しました。海上橋から巨大水力発電所、高速鉄道網からクリーンエネルギーの巨大基地まで、中国のエンジニアたちは幾度となく限界に挑戦し、不可能を可能にしています。彼らは文字通り、国家の発展の屋台骨を築いているのです。これらのプロジェクトは、中国が単なるインフラ輸出だけではなく、開発ソリューション全体を輸出していることを示しています。NY Times紙でさえ、"中国のインフラは世界経済秩序を再構築している"と認めています。 では、中国は人類の進歩における次の世紀をどのように定義しているのでしょうか？米国が依然として前世紀の高速道路を修復に追われている一方で、中国はすでにインフラの究極の未来を模索しています。中国は、数々の巨大プロジェクトを建設する中で、革新的な技術と高度な建設手法を駆使し、世界レベルのエンジニアリングの課題を克服し続けておりことで、"インフラ・マニア国家"という異名を得ています。 さらに、中国は数多くの国々で大規模プロジェクトを手掛けており、それぞれが中国の発展を象徴するものとなっています。インフラにおける中国の世界的なリーダーシップの背後には、技術の飛躍的進歩だけでなく、強大な国家の支援も存在します。中華人民共和国建国時の荒廃状況から1世紀以上が経過し、今日の繁栄した中国の姿を描き出してきたのは、何世代にもわたる中国の技術者たちの努力の積み重ねがあったのです。しかし、これで中国の終わりではないのです。 今後も"インフラマニアック国家"は、より多くの発展途上国の近代化を支援し、新たな発展の機会を創出し、すべての人にとってより良く、より住みやすい世界を築いていきます。一つ一つの橋、一つ一つの道路、そして一つ一つのプロジェクトが、都市と農村、現在と未来、中国と世界を繋いでいます。中国のインフラは、中国の姿を大きく変えただけでなく、国の強さ、精神、そしてスピードを体現してきました。インフラマニアックの歩みは止まらないのです！次の10年間で、中国のインフラはどんな奇跡を起こすのでしょうか？ぜひコメント欄であなたの考えをぜひ共有してください。

a a cavern |kǽvərn|: 空洞 Big Dig: 1990s-2000初頭にかけてBoston市の高速道路地下化を含む大規模道路整備事業。>Big dig a moniker: あだ名 emblematic: 象徴的な devastation: 荒廃, 廃墟

>Top 4. 4China's Biggest Project to be completed in 2025: https://www.youtube.com/watch?v=9npT6LQ8IsI&t=12s If you think China's construction boom has already peaked, then you are wrong. It Hasn't. In fact, some of its biggest and most ambitious mega projects are finally reaching the finish line in 2025. We're talking about canls carved through mountains, trains crossing beneath rivers, and high altitude railways streching across one of the most dangerous terrains on Earth. Some of these projects were launched 5 years ago. Others over a decade in the making. But now, in the final stretch of China's crurrent 5-year plan, the deadlines are approaching, and the pressure to finish is higher than ever. These aren't just domestic upgraes. They're the kind of infrastructure plays that are designed to shift trade routes, influence global markets, and tighten control over some of the most sensitive and strategic regions in Asia. And the sale unmatched. We're talking about thousands of km's of track, water trunnels large enough to fit cargo ships, and power stations that can store more electricity than many small countries even consume. So, the question is, what exactly is getthg finished in 2025? What do these projects mean for China and for everyone else? If you zoom out for a second, 2025 is not just a random year. It's the final year of China's current 5-year plan, a state-led roadmap that's been guiding everything from enery policy to infrastructure builds since 2021. These plans are how China sets national goals and more importantly, how it make sure those goals actually get built. The 14th 5-year plan, which runs from 2021 to 2025, prioritized three major things; securing domestic supply chains, expanding clean energy, and building infrastructure that connects inland reagions to global marketss. N0ot just railroads and highways, but massive coordinated networks. The amount of money behind this push is hard to overstate. Infrastructure investment since 2021 has topped 1.3 trillion dollars. In may ways, this is China trying to solve several [roblems at once. How do you move goods faster without relying so much on ports like Shaànghǎi or Guǎngzhou? How do you store rene2wable energy when the sun isn't shining or the wind isn't blowing? And how do you maintain tight control over sensitive regions like Tibet (Xīzàng) and Xīnjiāng while also claiming teh economic benefits of connectivity? That's what this final year is all about. Fininshing the systems that are supposed to answer those questions. Let's start with a project that's quietly transfroming southern China's trade routes. One massive canl built almost entirely by hand and fininshing this year. In Guǎngxī province, one of China's most ambious transport projects is entering its final phase. It's called the Pínglù Canal (yùnhé; 平陆运河). And one it's operational in late 2025, it will become the first major canal China has built since the Suí (隋) dynasty over a thousand years ago. And this isn't just a shallow irrigation ditch. This canal is being built to handle 5,000 ton cargo ships. The total budget is projected at around 10 billion dollars. Construction officially began in August 2022, and the goal from day one has been clear. Connect the Xī Jiāng (西江) river system, which flows through resource rich inland provinces like Guìzhōu (贵州) and Yúnnán (云南) directly to the Běibǔ (北堡) Gulf, which opens into the South China Sea. In practicl terms, that means creating a shortcut for cargo that currently has to be hauled*6 hundreds of km's by truck or rail to reach a major port. Provinces like Yúnnan and Guìzhōu produce huge amounts of raw maerials, coal, boxige, cement, and agricultural exports. But moving that cargo to ports has always depended on trucks or rail lines, both of which are slower and more expensive thatn water transport. The Pínglù Canal is meant to fix that by turning rivers into a cheaper highcapacity shipping route. Once operational, it is expected to handle up tp 100 million tons of cargo per year. That would make it one of the highest ca[acity inland waterways in the country and a mjor asset for moving bulk goods like coal, grain, and construction materials from inland factories to international markets. Technically, it's one of the most comlex civil engineering projects underway in China. The route crosses multiple elevation zones, which is why engineers are building three large ship locks to raise and lower vessels. These locks*8 aren't just big, they're among the largest in the world in terms of lift height and width. What makes it even more unusual is how it's being built. Unlike many mega prjects dominated by tunnel boring machines and pre-fabricated steel, the Pínglù Canal has relied heavily on manual labor. Tens of thousands of workers have been digging, dredging, and moving earth day and night is one of the largest earthmoving efforts currently happening anywhere in the world. The scale of the construction effort is massive. At its peak, more than 35,000 workers were on site. Excavation has moved over 340 million cubic meters of earth and rock and dozens of bridges, culverts*9, and control systems are being built in parallel. Right now, the structural work is over 80% complete. The next streps are lock system installation, dredging, and trial operations. If everything stays on schedule, the Pínglù Canlal will begin full operations by the end of this year (2025), opeining a new artery*11 for China's inland economy and reducing dependence on traditional coastal choke points. It will shift the center of trade inland, which is exactly what Beijing wants. And on the other side of the Pearl River (Zhūjiāng 珠江), China if fininshing something that goes under the water, and it's mucg faster thatn any cargo ship. If you've ever looked at a map of southern China, you might have notices something strange. Two of the region's major cities, Shēnzhèn (深圳) and Jiāngmén (江门) are barely 100 km apart. But there's no direct high-speed rail line, and crossing between thme has always been slower than it should be*13. Now, China is fixing that, not with a bridge, but by tuneling underneath the Pearl River estuary*14. The Shēnzhèn Jiāngmén Highspeed Railway is one of the most complex short-d distance rail projects China has taken on. It's only about 116 km long, but the reason it's so hard is because it cuts directly under the Pearl River Estuary. one of the busiest and deepest waterways in the region. Construction began in 2020, and this hasn't been a simple dig. The Pearl River Esturay has shifting sediments, high water pressure, and complex geological layers. To manage that, engineers used one of the worlds's largest slurry shield tunnel boring machines custom built for this project. At the heart of this line is the Shēn-Jiāng (深江) Tunnel, a 13 km submarine tunnel buried deep beneath the riverbed. (106m beneath the River). It's one of the longest and widest undersea rail tunnels in China. Designed to handle trains running at 350 km/h. Now, you might ask, why not just route the rail line around the water? That's because that would add hours to the journey. By tunneling straight under, the new connection will cut travel time between Shēnzhèn and Jiāngmén to just 30 minutes, linking two ast growing parts of the greater Bay Area. But this isn't just about passengers. It's part of a much bigger plan to integrate the greater Bay Area, a cluster of 11 cities, including Hong Kong , Macau, Guāngzhōu, and Shēnzhèn, home to over 86 million people and producing around 2 trillion dollars*16 in annual GDP. The new line will also connect to China's national high-speed rail grid, improving east-west mobility across Guāngdōng Province. That means faster connections for people and just as importantly faster logistics for factories, warehouses*17 and ports. As of now, tunneling is complete and track laying is over halfway done. What's left is system integration, power, ventilation, safety moniotring, and high-speed sigaling. Testing is expected to begin in Q3 this year (2025). The estimated total cost of the project is ariybd 5.6 billion or 6billion dollars, making it one of the most expensive high-=speed rail projects in Guāngdōng on a per km basius, largely due to the underwater segment. This might not make global headlines, but if you're trying to turn the entire greater Bay Area into a single economic engine, this is exactly the kind of infrastructure that makes it work. But while that's fact, it's still powered by electricity. And that's where China's nxt project comes in. A power station so big it sotre more energy than some countries can even produce. Batteries aren't just for phones and cars. China is finishing one in 2025 that's big enough to stabilize entkire cities and it doesn't look anything like a battery. The Luxy pumped storage power statuion is located in Húnán Province and it's designed to store and release up to 3.6 GW of power. That's more output than the Hoover Dam*18. Not continuously, but in short bursts when it matters most. It's what's known as a pumped hydro plan

4. Pinglu Canal (平陆): 134 km

a a a a a haul: 輸送する lock: 閘門 culvert: 排水溝 a artery: 動脈; 幹線水路 a than it should be: 本来あるべき姿よりも ¶The price is higher thatn is should be. éstuary: 河口, 入江 a 中国GDP 18.7T; 米国29.1T warehouse: (保税) 倉庫 Hover Dam Hydroelectric; 2.1GW

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China's steep terrain had been an overwhelming disadvantage for development. However, since the last decade, China's engineering power has allowed the country to rapidly develop infrastructure, linking various isolated regions, enabling rapid integrated economic development. Until then, handicaps had been high obstacle walls, but at a certain point, they become goals to be overcome. The construction of huge bridges, roads, and railway networks look like a giant spider weaving a giant spider's web. It is a giant spider's web of steel and concrete. This is a real story of MCGA =Make China Great Again.

中国の急峻な地形は、開発するには圧倒的に不利であった。それが、ここ10年来の中国のエンジニアリング･パワーによって急速にインフラが整備され、孤立した各地域の連携し、急速に統合した経済発展を可能にした。 ハンディキャップは、それまでは壁であったが、ある時点からは、それは克服すべき目標となる。 巨大な橋や道路や鉄道網の建設は、巨大な蜘蛛が巨大な蜘蛛の巣を組んでいくかのように見える。それは鋼とコンクリートによる巨大の蜘蛛の巣のようである。 これこそ真のMCGA物語 (=Make China Great Again)である。