Who presided over the construction of chengdu-kunming railway?

Peng Southwest Third Line Railway Construction Deputy Commander

1984 12.8 China presented two gifts to the United Nations, one was a tapestry of the Great Wall in Wan Li, and the other was an ivory sculpture in chengdu-kunming railway. The latter gift was awarded a special prize by the United Nations together with the moon rock specimen brought back by the American Apollo spacecraft and the first artificial satellite model of the former Soviet Union, saying that they respectively represented the three wonders of human conquest of nature in the 20th century. Chengdu-kunming railway ranks first among the three wonders.

What caused the construction of a railway to overwhelm the pioneering work of human landing on the moon? In July, 2006, I had the honor to visit the geological team members who had participated in the engineering geological survey in chengdu-kunming railway. While solving the mystery in my heart, I also touched many glorious marks buried by years through the tunnel of history.

1in the summer of 964, Kuang fuzhao, former vice minister of geology, led a delegation to Yunnan, Guizhou and Sichuan to inspect the construction of the third line.

This meeting is called Chengdu meeting by the Ministry of Geology. The meeting was presided over by Zhang Gengsheng, director of the Hydrology Bureau of the Ministry. The agenda of the meeting was simple, and Vice Minister Kuang Fuzhao announced a decision of the Ministry of Foreign Affairs. According to the decision, the central government decided to build chengdu-kunming railway in an all-round way. In order to find out the engineering geological problems along the railway and provide the most basic guarantee for the smooth construction of the railway, the Ministry of Geology decided to set up the Southwest Engineering Geological Group, with Director Zhang Gengsheng as the team leader and Director Zhang Dekuan as the deputy team leader and office director. At the same time, the meeting announced that hydrogeologic teams from Yunnan, Guizhou, Sichuan, Guangxi, Shandong, Anhui and Heilongjiang provinces and two directly affiliated teams from Hubei Three Gorges and Danjiang will be mobilized to form two geological teams directly under the Ministry to undertake the engineering geological exploration task in chengdu-kunming railway. The task area of the two teams is bounded by Jinsha River. Among them, Beijiang Brigade of the Geological Department north of Jinsha River and Nanjiang Brigade of the Geological Department south of Jinsha River. In the history of the Geological Department, these are two very strange names. From their names, we can't know their specific majors. And this is precisely for the purpose of confidentiality. The meeting requested that the newly formed team must directly enter the construction site within two months.

1964165438+10.3, less than a month before the Chengdu conference on June/kloc-0.6, Nanjiang brigade was successfully established. The team leader is Shi Weicheng, chief engineer Liu Ke and deputy chief engineer Yuan Daoxian. At the beginning of the construction of the team, there were 1648 people in the team, and the team headquarters was temporarily located in Kunming, Yunnan Province, specifically responsible for the engineering geological survey of the Guangtong-Sandui sub-line. The brigade consists of four teams: Team 5, Team 6, Team 7 and Team 8. In February of 65438+, the brigade also moved directly to the front. There is no house, and all the staff work in tents.

The Beijiang Brigade, which is responsible for the investigation of the northern section of the Jinsha River, was also established in a short time as required, with four teams under its jurisdiction: 1, 2, 3 and 4. The brigade headquarters is located in Yuexi County. The team leader is Jia Zhibin and the chief engineer is Liu Guangrun.

Since the Chengdu meeting, in just two months, more than 3,000 people from 9 geological teams from 7 provinces have all entered the construction site. Everyone I interviewed said with emotion that the reason why the efficiency was so high was actually a simple slogan at that time: "Let Chairman Mao have a good sleep."

1958, under the age of 10, * * and China began to build two railways: one is the first phase of the Qinghai-Tibet Railway, and the other is chengdu-kunming railway.

Chengdu-kunming railway starts from Chengdu, Sichuan in the north and reaches Kunming, Yunnan in the south, with a total length of1083km. There are frequent geological tectonic movements in the area where the line passes, and various disastrous geological problems such as faults are extremely developed. The Niuri River, Anning River, Yalong River, Jinsha River and Longchuan River that the line passes through are mostly structural valleys developed along or parallel to large faults. The inheritance activities of many ancient faults are obvious. Affected by neotectonic movement, more than 500 kilometers of the whole line is located in the earthquake zone with earthquake intensity of 7-9 degrees, of which more than 200 kilometers are 8-9 degrees. In these areas with strong neotectonic movement, even some Quaternary strata have a large number of folds and fractures. All kinds of strata along the line are exposed from old to new according to geological age, and the lithologic types of sedimentary rocks, magmatic rocks and metamorphic rocks are complete. Affected by tectonic movement, most of the rock strata are relatively broken, and the formed mountain is extremely unstable. Landslides, collapses, mudslides, soft strata represented by Chengdu clay and Xigeda, and special strata containing salt, nitrate and gypsum can be seen everywhere. Sulfate in these special strata is highly corrosive to reinforced concrete and surrounding rocks, and karst geology and groundwater are also well developed along the line, as well as the hot and humid areas in the central Sichuan Basin, the dry and hot areas in the Dadu River, the Jinsha River Canyon and the temperate areas in the central Yunnan Plateau. Liu Guangrun commented on the geological conditions along the chengdu-kunming railway: "Even all kinds of destructive engineering geological problems we have mastered and learned at present, except frozen soil, are all along the chengdu-kunming railway, and their high degree of destruction and wide development range are very rare." Therefore, this area is called "geological museum" by geologists.

As early as the end of19th century, the United States, Britain, France and other countries had planned to build a railway from Sichuan to Yunnan in China, and carried out some reconnaissance work. In the 1930s and 1940s, the Kuomintang government also had such a plan, and conducted some investigations intermittently. However, in the face of the harsh geological conditions along the route, this wish has never been realized.

1952, after chengdu-chongqing railway was completed and opened to traffic, while the Baoji-Chengdu railway was being built, the central people's government had begun to study the direction of chengdu-kunming railway, assign tasks, and survey and sketch the comparison schemes of the three routes. 1953 primary middle road scheme. 1955 considering the distribution of coal, steel and other resources, the western route scheme from Chengdu to Kunming via Emei, Puxiong, Xichang, Jinjiang and Longjie was redefined. At that time, several foreign experts who participated in the preliminary investigation shook their heads and sighed after seeing the cliffs and widely developed geological disasters along the route, and asserted that this was a "forbidden area where roads could not be built".

July 1958 chengdu-kunming railway North Section started construction. 1April, 959, except for a few sections to maintain construction, all other sections were dismounted and stopped working. 1960 starts again, and it is planned to drive to Xichang at the end of 196 1 and will be dismounted again. 1961may, chengdu-kunming railway started construction for the third time. It is estimated that the railway track will be laid in Xichang at 1963. 1962, planned to have another abortion. In the southern section, except Bijiguan Tunnel, which started at February 1960 and stopped soon, the rest sections were not constructed. In the past five years, chengdu-kunming railway has gone through several twists and turns, costing 65.438+0.4 billion yuan and only laying 665.438+0.5 kilometers.

During the period of 1964, with the intensification of Sino-Soviet contradictions and the tension of the international situation, people felt the possibility of a world war at any time. For young and backward new China, this is undoubtedly another extraordinary moment. So the central government put forward the idea of building a "big third line".

The so-called "Big Third Line" construction is to build a small and complete "miniature" China at the critical moment of the war with Sichuan, Guizhou, Yunnan and the southwest of Shaanxi Province as the center, relying on the rich mineral resources, forest resources, water conservancy resources and crop resources in this area and its relatively closed traffic environment. The core construction of "Big Third Line" is "Two Bases and One Line". "Two bases" refers to the machinery manufacturing base centered on Chongqing, and the coal and steel base composed of steel in Panzhihua, Sichuan and coal in Liupanshui, Guizhou. And the first line is chengdu-kunming railway.

1In August, 1964, the CPC Central Committee made a strategic decision to speed up the economic construction and national defense construction in the mainland, and Mao Zedong specifically instructed: chengdu-kunming railway should pay close attention to restoration. In addition, Peng, who was appointed as the deputy commander of the southwest third-line railway construction, said: "If the railway is not repaired well, I can't sleep well; If you have no money, take out my salary and manuscript fee; There is no road. If you ride a donkey, you must get through to chengdu-kunming railway. At that time, the specific requirements of the central government for chengdu-kunming railway's construction were "three highs and one low": high speed, high quality, high standard and low cost, and the eight-character policy was: difficult, strict, practical and excellent.

The biggest difference from chengdu-kunming railway's previous launches is that this time, the central authorities put forward the idea of giving priority to geology, and put the engineering geological survey before design in a prominent position. The ups and downs of chengdu-kunming railway have made the central authorities understand that if the engineering geological problems are not solved, there will be no way for chengdu-kunming railway to be completed and opened to traffic.

The news that chengdu-kunming railway got on the horse again was soon known by some countries. Some foreign experts who know the geological conditions along the route exclaimed: China people must be crazy!

Are foreign experts right? Is this road really impassable? Are China people really crazy?

1964 10 Chengdu conference requires two months to enter the site and six months to complete it. By May 1965, the geological department had submitted the preliminary investigation report half a month in advance. After the report was submitted, the team began to rest. The common people greeted the geological team members returning from Jinsha River like heroes who won the victory. In August, 1965, members of Nanjiang Brigade in Shandong and other provinces returned to their original units. A new Nanjiang team was formed with Guizhou as the main force. Some technical backbones of Guangxi and other teams also stayed. Wei Chengfu was appointed as the team leader. The main task of the new Nanjiang team is to change the original design route before the railway soldiers enter the site. The purpose is to make the railway line safer and more reliable on the basis of the original design.

The new Nanjiang team completed the task in one year. After in-depth and meticulous work by geologists, several original stations were rearranged due to serious engineering geological problems, and some lines were adjusted accordingly. For example, a station on the Jinsha River was originally designed on an ancient landslide. The stability of the landslide is very poor, and the treatment project is very arduous. After detailed argumentation, geologists suggest moving the line inward and taking the tunnel instead. He Lai, the former deputy chief engineer of the Second Survey and Design Institute of the Ministry of Railways, who was in charge of geological survey, said: "Your survey is comprehensive and your work is meticulous. In the past, we only looked down, but we didn't go to mountains and cliffs. After this climb, only the tunnel scheme is the most suitable. " Jinjiang Bridge, with a span of196m, was the first bridge in Asia at that time. The geological environment where the bridge is located is very complicated, and it is a typical Xigeda stratum. The drilling effect is not ideal and the construction is very difficult. Nanjiang team took the shaft to investigate and successfully completed the task.

During the period of 1966, Beijiang Brigade was transferred to Xiangyang-Chongqing Railway to accept new surveying tasks, leaving several technicians to continue surveying in Nanjiang Team to cooperate with the railway corps in construction.

Coordinated construction is an important experience of engineering geological survey in chengdu-kunming railway. In the past, many investigations were basically carried out after the report was submitted, and the geological department no longer participated, so geological technicians could not verify their own investigation results with their own eyes. However, many geologists from chengdu-kunming railway entered the site from 1964 to submit the overall survey report, and finally persisted until July 1970, when the whole line was connected, sticking to the forefront. Practice has proved how important it is for engineering geological surveyors to cooperate with the construction. At the railway construction site, they not only verified their initial predictions with their own eyes, but also found some problems. In this way, this group of technicians fully understood the railway construction process. This is of great significance for geological departments to engage in railway engineering geological exploration in the future. In the process of coordinating construction, geologists keep up with the construction progress and find and deal with new geological problems in time. Geologists can be seen everywhere, whether in smoky tunnels or on steep cutting edges. Everywhere they went, they meticulously recorded the geological conditions, carefully observed the geological phenomena and compared them with the survey report. For the newly discovered problems, everyone actively discussed, quickly made judgments, predicted geological conditions, and guided the construction of railway soldiers. Whenever the railway soldiers encounter difficulties in construction, the geological team will immediately invest manpower and material resources to give support. During the construction of Shi Zhuang Tunnel, a strong phenomenon of water gushing and sand gushing occurred. The cavalry division found the Nanjiang brigade and asked them to build a 340-meter shaft. Nanjiang Brigade immediately pulled up its equipment, rehearsed overnight, and completed the task on time.

Strict work style is the basis for the successful completion of engineering geological survey in chengdu-kunming railway. Geologists at that time, regardless of age and position, regarded the tasks assigned by their superiors as their missions. When encountering complex geological problems, everyone dares to put forward their own opinions, even in front of their own technical leaders. Both chief engineers Liu Guangrun and Yuan Daoxian, and Zhang Gengsheng, head of Southwest Engineering Geology Group, often visit front-line and ordinary technicians to study and solve problems. Although Nanjiang Team and Beijiang Team are responsible for their own sections, they can also learn from each other, exchange experiences and often study together when encountering problems. On one occasion, in order to compare a set of strata in this area, Yuan Daoxian went to the construction site of Beijiang Brigade to watch the core without saying hello in advance. The staff present at that time didn't know him, so they wouldn't let him see it. Later, I heard that it was Yuan Daoxian, and everyone warmly received him.

In the survey of chengdu-kunming railway, * * * completed geological drilling of 21.2000 meters, geological mapping1.5000 square kilometers and engineering geological test1.000, and submitted various results reports 1.066. These solid basic data and scientific achievement reports are the basis for the success of railway construction.

1 970 July1day, China * * * made the party's 49th birthday. The world-famous chengdu-kunming railway was successfully opened to traffic. At the opening ceremony, when the train roared and started, every geologist present could not help but burst into tears. Those are tears of happiness, and those are tears of joy. All the hardships experienced in the past seven years turned into pride and sweetness at that moment. However, due to the special significance of chengdu-kunming railway, it was not until March 22nd, 1974, that Xinhua News Agency broadcast a message: "Crossing the mountains and rivers, the train will March forward courageously", announcing this great feat of new China to the whole world. From 65438 to 0975, the Ministry of Railways and the Geological Department organized experts to pay a return visit to chengdu-kunming railway. The expert's conclusion is: "The geological work of the line, the railway line selection and the treatment of engineering geological problems are successful."

Although the war we were worried about didn't start, the important role of chengdu-kunming railway is obvious to all. Because it has improved the traffic conditions in the southwest of China, strengthened the contact between the southwest frontier and other parts of the country, strengthened national unity and promoted the development of regional economy. Cities along Xichang have become emerging industrial cities. Today, Yunnan can become a major tourist province, thanks to chengdu-kunming railway.

In 1989, the State Science and Technology Commission awarded special prizes for scientific progress to units participating in the fighting. At the same time, the scientific conference stipulated that the fighting units in chengdu-kunming railway should not be renamed. Due to the change of mission, Beijiang Brigade changed its name many years ago and could not be restored. The name of Nanjiang Brigade was reserved separately. Many years later, in order to better occupy a place in the market, Nanjiang Brigade repeatedly applied to the higher authorities for renaming, but it was not approved. Today, this heroic team is still active in the fields of hydrogeology and engineering geological exploration, and has made new and outstanding contributions to some major tasks such as the Three Gorges Project.

It was a difficult time and a song-like time.

Chengdu-kunming railway was praised by Nanjiang Brigade as the first of his "old three articles" (the other two were "Investigation and Study on Bank Slope Stability in the Three Gorges Reservoir Area of the Yangtze River" and "Landslide Treatment Project of Jibazi Waterway in Yunyang, Yangtze River"), and the employees involved in the battle also had different feelings about their own units. In the small conference room of Nanjiang Brigade, I saw a wooden plaque donated to the unit by several old Nanjiang players, which read: A perfect match made in heaven, Qian Shan will expand its journey.

For the geological department, chengdu-kunming railway is not without regrets. Before the railway was opened to traffic, for the sake of confidentiality, the materials required by the superior to be handed over to the railway department were destroyed on the spot after the handover. So far, we have only heard that Academician Liu Guangrun has published a monograph on engineering geological investigation, or that chengdu-kunming railway and Xiangyu Railway will be merged into one. Others can't make a deeper summary of their previous work due to lack of information. This is undoubtedly a short board for the development of engineering geological science and technology in China.