Qian Tang River Bridge

The West Lake, Leifeng Pagoda and Qiantang River Bridge are the first impressions of Hangzhou by many ordinary Chinese. The bridge, designed by Mao Yisheng, a famous bridge scientist in China, is located on the east side of Liuhe tower. It is the first steel girder double deck highway and railway bridge designed and built by ourselves.

It is suggested to be the South starting point for the whole city of Hangzhou. Standing on the not wide bridge deck, you can have a panoramic view of the Liuhe tower and experience the taste of Hangzhou's mountain and water.

Qian Tang River Bridge

Qiantang River Bridge, also known as Qianjiang No.1 Bridge, is a double deck truss girder bridge across Qiantang River in Hangzhou, Zhejiang Province, China. It is located on Qiantang River near Liuhe tower in the south of West Lake. It is designed by Chinese Bridge expert Mao Yisheng. It is the first double deck railway highway bridge designed and built by China.

Qiantang River Bridge was built on August 8, 1934;

The railway bridge and highway bridge were completed and opened to traffic on September 26 and November 17, 1937 respectively;

It was bombed on December 23, 1937 to prevent the Japanese invaders from going south, and successfully repaired in May 1948.

It was listed as the Sixth Batch of "national key cultural relics protection units" in China on May 25, 2006.

Qiantang River Bridge starts from the east foot of Erlong mountain in Shangcheng District in the north and ends at shangshabu, Lianzhuang village, Puyan street, Binjiang District in the south;

It is 1453m long, 9.14m wide for highway bridge and 4.88m wide for railway bridge; the upper deck is a two-way two lane highway with a design speed of 100km / h, and the lower deck is a single track railway with a design speed of 120km / h.

Construction process

In the 21st year of the Republic of China (1932), the section from Xixing Jiangbian to Jinhua of Hangzhou Jiang railway was opened to traffic and continued to be built in Yushan and Nanchang. The highway in Western Zhejiang was also gradually developed. However, due to the fact that the Qiantang River was separated by a river, the railway and highway could not be connected. The goods transportation on both sides of Hangzhou Jiang railway had to be unloaded and loaded first, and then unloaded and loaded after crossing the river. Therefore, a special committee was set up in Zhejiang Province in the year of the Republic of China to discuss bridge repair. In July of the same year, the "Qiantang River Bridge Construction Committee" was established by Zhejiang Provincial Department of construction, with Zeng Yangfu, director of the Department, as its chairman. In August, Mao Yisheng was appointed as chairman of the committee, organizing investigation and research, and drawing up the bridge construction plan.

In the end, the bridge construction plan formulated by bridge expert Mao Yisheng was adopted by the national government of the Republic of China. The total investment of the project was 5.1 million silver yuan, which was about 2 million silver yuan less than the plan proposed by American Bridge expert Walter.

On August 8, 1934, the construction of Qiantang River Bridge began;

On November 11, the opening ceremony of Qiantang River Bridge was held.

On August 14, 1937, the Qiantang River Bridge under construction was attacked by Japanese invaders;

On September 26, the railway bridge was opened to traffic;

On November 17, the highway bridge was opened to traffic; on December 23, Mao Yisheng received a secret order to blast the Qiantang River Bridge, leaving only the remaining piers.

In October 1944, the Japanese invaders built a railway bridge (the highway bridge was not repaired).

In March 1947, the Qiantang River Bridge was temporarily opened to traffic.

In May 1948, under the leadership of Mao Yisheng, the Qiantang River Bridge was successfully repaired.

On May 3, 1949, the Qiantang River Bridge was destroyed by the retreating Kuomintang engineers. However, due to the protection of the underground Party of the Communist Party of China, the rest of the bridge was not damaged.

In April 1950, the Qiantang River Bridge was temporarily restored.

In September 1953, the sixth pier of Qiantangjiang bridge was repaired, and since then, the bridge has been fully repaired and completed.

In March 1954, the Qiantang River Bridge was put back into use.

In 2000, the bridge deck of Qiantang River Bridge was replaced with that of highway bridge.

In 2006, the railway deck of Qiantang River Bridge was maintained;

On May 25, the Qiantang River Bridge was listed as the Sixth Batch of "national key cultural relics protection units" by the State Council of the people's Republic of China.

In August 2015, the Qiantang River Bridge was overhauled, mainly repairing two of the main bridge's 16 holes.

Bridge location

Qiantangjiang bridge is located at the south end of Hangzhou City, about 700 meters east of Liuhe tower, between Nanxingqiao station and Qiantangjiang station of Zhejiang Jiangxi railway,

It starts from the east foot of Erlong mountain in Shangcheng District in the north and ends at shangshabu, Lianzhuang village, Puyan street, Binjiang District in the south,

It runs across the Qiantang River from north to South and is an important traffic route connecting Shanghai Hangzhou railway, Hangzhou Ningbo railway and Zhejiang Jiangxi railway.

bridge design

Bridge structure

Qiantang River Bridge is the first railway and highway double deck bridge designed and built in China. It is a steel truss bridge, which is divided into two parts: approach bridge and main bridge.

Superstructure

The main bridge is a simple truss made of chromium alloy steel, and the approach bridge is a steel arch made of carbon steel. The approach bridge on the north bank is adjacent to Liuhe tower in the West and Hupao Valley in the north. Bridgehead forts are built at both ends of the main bridge, and under the bridgehead forts are used for traffic under the bridge.

 

Substructure

The piers of the main bridge are hollow reinforced concrete piers, which are sunk by the air pressure caisson method. From the north, the bottom of No.1 to No.6 piers is on the bedrock, and the bottom of No.7 to No.15 piers is 3-4m below the scouring line, which is placed on 27-30m long wooden piles. There are 160 wooden piles per pier, all of which are deep into the rock stratum. The upper layer of the bridge is a two lane highway and a sidewalk, which is made of cantilever symmetrically extending steel beams and paved with reinforced concrete slabs. The lower layer of the bridge is a single track railway with standard gauge, and there are refuge platforms on both sides of each steel beam.

 

Design parameters

The Qiantang River Bridge is 1453m long, 9.1m wide and 7.1m high

 

It is divided into approach bridge and main bridge. The main bridge has 16 holes and 15 piers. The upper highway bridge is 6.1 meters wide and the sidewalks on both sides are 1.5 meters.

 

The lower railway bridge is 1322.1 meters long and single track.

 

Superstructure

The main bridge has 16 spans, with a single span of 67 meters and a weight of 260 tons, and the approach bridge is 50 meters long. The span is 48.8m, with 4 holes in total (3 holes on the north bank and 1 hole on the south bank). One bridgehead is built at each end of the main bridge. Under the bridgehead. Each frame has one hole of 16m upper bearing plate beam. The north bank highway approach bridge is 288 meters long, and a 15 meter platform is built at each end of the highway approach bridge. Between the two platforms, a 50 meter steel arch with three holes is built to support the highway, and the railway subgrade is under the bridge; the highway at the north end is divided into two branches from the platform to the upstream and downstream, forming an octagonal shape, with each 9.2 meter reinforced concrete frame with five holes, connecting Hangfu highway and urban road respectively. The approach bridge on the south bank is 93 meters long, and its layout is basically the same as that on the north bank, but it is relatively simple. There are 15 meters and 9.2 meters platforms respectively, and a 50 meter steel arch is built in the middle. To the south of the platform, there is only one line connecting to Xixing River, with a 9.2m reinforced concrete frame connected by two holes.

 

Substructure

There are 15 main bridge piers and 160 wooden piles per pier. The upper carriageway of the bridge is 6.1 meters wide, and the sidewalks on both sides are 1.52 meters wide. The designed loading sidewalk is 391kg / m2, and the car lane is grade h-15. The lower railway of the bridge is 4.88 meters wide and 6.7 meters high. The design live load is grade e-50.

 

Operation

traffic flow

As of September 2015, the Qiantang River Bridge has tens of thousands of vehicles and more than 60 trains per day.

 

According to the article "80 years of wind and rain in commemoration of the 80th anniversary of the completion and opening of Qiantang River Bridge" in December 2017, Qiantang River Bridge mainly passes through Shanghai Kunming and Xiaoyong ordinary speed trains, passing more than 30 pairs every day.

 

Construction achievements

Technical problems

site selection

Due to the complicated geological conditions at the bottom of Qiantang River. There is more than 40 meters deep silt in some places at the bottom of the river, and there are thick coarse sand pebbles below. The rock stratum at the bottom of the river is obviously inclined from north to south. After repeated comparisons, the bridge builders finally chose the site of the bridge at the foot of yuelun mountain near Liuhe tower in Hangzhou, where the silt at the bottom of the river is thin and the water potential is relatively slow.

 

piling

In order to make the foundation of Qiantang River Bridge stable, construction workers need to drive 1440 wooden piles through 41 meters thick sediment at 9 pier positions. Because the wooden pile stands on the sand layer, and the sand layer is thick and hard, it can't be driven down lightly, and the broken pile is driven heavily. In the face of this dilemma, after field investigation, the construction personnel decided to adopt the "water jetting method" of pumping river water to wash out deep holes in thick and hard sand and then pile. This is the first time in the history of bridge construction in the world that the pneumatic method of caisson mud driving and pile driving is successful, breaking the foreigner's belief that "Qiantang River is too deep to build a bridge"

Chinese PinYin : Qian Tang Jiang Da Qiao