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 railways 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 of Water Resources. The agenda of the meeting was simple. Vice Minister Kuang Fuzhao announced a decision of the Ministry of Foreign Affairs. According to this 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 the hydrogeologic teams of Yunnan, Guizhou, Sichuan, Guangxi, Shandong, Anhui and Heilongjiang provinces and two directly affiliated teams of Three Gorges and Danjiang in Hubei Province were mobilized to form two directly affiliated geological teams to undertake engineering geological exploration tasks in chengdu-kunming railway. The mission areas of the two teams are 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 meeting in 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 team building, the team 1 648 people. The team site is temporarily located in Kunming, Yunnan, and is specifically responsible for the engineering geological survey of Guangtong-Sanduizi line. The brigade consists of four teams: 5, 6, 7 and 8. 65438+ In February of that year, the brigade also directly moved 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: 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 in 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,/kloc-The Republic under 0/0 began to build two railways: one is the first phase of 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 inherited activities of many ancient faults are obvious. Due to the influence of neotectonic movement, more than 500 kilometers of the whole line are 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 very 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 developed along the line, as well as in 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 mild 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 had 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 the chengdu-chongqing railway was completed and opened to traffic, while building the baoji-chengdu railway, the central people's government began to study the trend of chengdu-kunming railway, assign tasks, survey and outline the comparison and selection schemes of three routes: east, middle and west. 1953 chose the middle route scheme at the beginning. 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".
In July 1958, the northern section of chengdu-kunming railway started construction. 1April, 959, except for a few sections to maintain construction, all the rest were dismounted and stopped working. 1960 is back online. It is planned that196/kloc-0 will drive to Xichang at the end of the year and will be dismounted again. In May, 196 1, chengdu-kunming railway started construction for the third time. It is expected that Xichang 1963 will lay the railway track. 1962, planned to have another abortion. In the southern section, except Bijiguan Tunnel, which started in February 1960 and stopped soon, the rest sections were not constructed. In the past five years, several trips to chengdu-kunming railway cost 65.438+0.4 billion yuan, and only 665.438+0.5 kilometers were laid.
During the period of 1964, with the intensification of Sino-Soviet contradictions and the tension of the international situation, people felt that there was the possibility of a world war at any time. This is undoubtedly another extraordinary moment for young and backward new China. 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 with Sichuan, Guizhou, Yunnan and southwestern Shaanxi as the center, relying on the rich mineral resources, forest resources, water conservancy resources, crop resources and its relatively closed traffic environment in this area at the critical moment of the war. The core construction of "Big Third Line" is "Two Bases and One Line". "Two bases" refers to the machinery manufacturing base centered on Chongqing, the coal and steel base composed of steel in Panzhihua, Sichuan and coal in Liupanshui, Guizhou. The first one 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. Furthermore, Peng, who was appointed as the deputy commander-in-chief of the southwest third-line railway construction, said, I can't sleep well if the railway is not repaired well; Take out my salary and manuscript fee if you have no money; 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 between chengdu-kunming railway and previous launches is that this time, the Central Committee put forward the idea of geology first, and put the engineering geological survey before design in a prominent position. The ups and downs of chengdu-kunming railway made the central authorities understand that chengdu-kunming railway could not be completed and opened to traffic until the engineering geological problems were solved.
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 venue and six months to complete. By May 1965, the geological department had submitted the preliminary survey 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 battle. In August, 1965, Nanjiang brigade personnel returned to their original units from Shandong and other provinces. 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 re-route 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, the original stations were rearranged because of 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 that the line move inward and take the tunnel instead. Why did the former deputy chief engineer in charge of geological survey of the Second Survey and Design Institute of the Ministry of Railways come to the scene to watch and say, "Your survey is more comprehensive and your work is more detailed. In the past, we only looked down, not to the 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 of this bridge 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 well to investigate and successfully completed the task.
During the period of 1966, Beijiang brigade was transferred to the Xiang-Yu line to accept a new survey task, leaving several technicians to continue the survey in Nanjiang team to cooperate with the railway soldiers 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, submitted the overall survey report from 1969, and finally stuck to the front line until July when 1970 was completed. 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 original 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 construction coordination, 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 geology, carefully observed the geological phenomena and compared them with the survey report. For the newly discovered problems, we actively discuss, make judgments quickly, predict geological conditions, and guide 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 see the core without saying hello in advance. None of the staff present at that time knew him and 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, geological drilling of 21.2000 meters, geological mapping of 0/.5000 square kilometers and engineering geological tests of 0/.000 groups were completed, and various achievement reports were submitted 1.066 copies. These solid basic data and scientific achievement reports are the basis for the success of railway construction.
1 970 July1,China's 49th birthday. The world-famous chengdu-kunming railway was successfully opened to traffic. At the opening ceremony, when the train started roaring, every geologist present could not help but burst into tears. Those are tears of happiness, those are tears of joy. All the hardships experienced in the past seven years have 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 goes forward", announcing this great feat of the new China to the whole world. 65438-0975, 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 feared didn't start, the important role of chengdu-kunming railway is obvious to all. Because it has improved the traffic conditions in the southwest, 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, and chengdu-kunming railway has contributed a lot.
1989, the state science and technology commission awarded the special prize of scientific progress to the participating units. At the same time, the scientific conference stipulated that chengdu-kunming railway's combat troops 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 articles are "Investigation and Research 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 workers who participated in the war also had different feelings for their own units. In the small conference room of Nanjiang Brigade, I saw a wooden plaque donated by several old Nanjiang team members to the unit, which read: Tiancheng carpet is used as a tent, and Qian Shan will expand its journey with thousands of waters.
For the geological department, chengdu-kunming railway is not without regrets. Before the railway was opened to traffic, the materials required by the superior to be handed over to the railway department were destroyed on the spot after being handed over for confidentiality. So far, I only heard that Academician Liu Guangrun published a monograph on engineering geological investigation, or combined chengdu-kunming railway and Xiangpu Railway. Others can't make a more in-depth summary of the previous work because of insufficient information. This is undoubtedly a shortcoming for the development of engineering geology science and technology in China.