Nanjing Yangtze River Bridge

The bridge connects the urban area and Pukou District. It is a double deck double track highway and railway bridge designed and built by our country. It was completed in 1968. It was "the longest road rail bridge" at that time.

The highway approach bridge is a double arch bridge with Chinese characteristics. Various cast iron reliefs are embedded on the railings on both sides of the main bridge. There are two high bridgehead forts at the north and south ends respectively. There are elevators in the forts to connect the railway bridge, highway bridge and the lookout tower on the bridgehead. There are also sculptures of workers, peasants and soldiers in front of the fort, and there is Nanbao Park under the bridge. Every night, the lights on the bridge are in full bloom, and the whole bridge is like a rainbow flying over the river, just like day, which is very spectacular.

Nanjing Yangtze River Bridge

Nanjing Yangtze River Bridge is located between Xiaguan in Gulou District and Qiaobei in Pukou District of Nanjing city. It is the first double deck railway and highway bridge designed and built by China. It is of great significance in the history of Chinese Bridge and world bridge. It is an important achievement in China's economic construction and an important milestone in China's bridge construction. It has great economic and political significance And strategic significance, known as the "bridge for striving for success.". It is not only a symbol of new China's technological achievements and modernization, but also carries the special feelings and memories of several generations of Chinese people.

Nanjing Yangtze River Bridge is the key node of traffic in eastern China. The upper layer is a highway bridge, 4589 meters long and 15 meters wide, which can accommodate four large vehicles in parallel. There are sidewalks more than 2 meters wide on both sides, connecting national highway 104, national highway 312 and other cross river highways. It is one of the main roads connecting Nanjing Jiangbei new district and Jiangnan main city. The lower layer is a double track railway bridge, 14 meters wide and 6772 meters long, Connecting the Jinpu railway and the Huning railway trunk line, is the national north-south transportation hub and lifeline. The main bridge consists of 9 piers and 10 spans, with a length of 1576m and a maximum span of 160m. The navigable clearance width is 120 meters, and the navigable clearance height under the bridge is 24 meters above the designed maximum navigable water level, which can pass through 5000 ton seagoing ships.

The Yangtze River Bridge is a landmark building in Nanjing, a cultural symbol of Jiangsu Province, a splendid sight in China, and a famous scenic spot. It is listed as the forty-eight scenic spots of the new Jinling. From 1970 to 1993, it successively received more than 100 heads of state and government of countries and regions and more than 600 foreign delegation, and the number of domestic and foreign tourists coming here is even more difficult to count.

The bridge has been under construction for eight years, with a cost of 28758 million yuan, 384100 cubic meters of concrete and 66500 tons of steel. In 1960, it was listed in the Guinness Book of world records as "the world's longest road rail bridge". In July 2014, it was selected as an immovable cultural relic. In September 2016, it was selected as one of the first batch of Chinese 20th century architectural heritage list.

Construction process

Construction background

At the beginning of the 20th century, the Shanghai Nanjing railway and the Tianjin Pudong Railway were cut off in Nanjing and could not be connected on both sides of the Yangtze River. Passengers and goods across the river had to be ferried by boat, which seriously affected the transportation efficiency.

In 1916, in order to connect the North-South transportation of the Yangtze River, the Bank of China and the United Kingdom moved to connect the North-South transportation after the construction of the Shanghai Nanjing railway.

In 1918, the Beiyang Government of the Republic of China asked French bridge experts to survey the bridge in Nanjing, but there was no result.

In 1925, the national government sent people to Europe and the United States to draw up ferry designs for selection.

In 1930, because of the construction of the capital plan, the Ministry of Railways of the national government hired foreign bridge expert John Walter to inspect the construction of the bridge between Xiaguan and Pukou. In October of the same year, the Ministry of Railways set up a special committee to design the ferry scheme of movable trestle.

On October 22, 1933, China's first train ferry was opened from Xiaguan coal port to Pukou.

In 1936 and 1946, the national government considered building the bridge twice, but gave up because of the outbreak of the Anti Japanese War and the second civil war between the Kuomintang and the Communist Party.

During the war of resistance against Japan, the railway authorities of the Japanese invaders also proposed to build a river tunnel from yaohuamen to Puzhen, which ended with the defeat of Japan.

Around 1949, the railway ferry capacity was 20 ferries a day. After the founding of the people's Republic of China, it was increased to 100 ferries a day in 1958, but it still could not meet the transport demand. With the rapid increase of railway traffic, the ferry capacity has become saturated. The Yangtze River, a natural moat, has become a serious bottleneck of the Beijing Shanghai railway. Accordingly, at the end of the first five-year plan, the State Council proposed the construction plan of Nanjing Yangtze River Bridge.

Survey and design

In 1956, the Wuhan Yangtze River Bridge was still under construction, and the state decided to build the Yangtze River Bridge in Nanjing and connect the Beijing Shanghai railway line. The Bridge Engineering Bureau of the Ministry of Railways has decided to carry out the survey and design of Nanjing Yangtze River Bridge. The design and construction of Wuhan bridge was carried out with the help of Soviet experts, while the design of Nanjing bridge was completed by China. In May of the same year, the bridge design office of the General Administration of design of the Ministry of Railways accepted the task of designing the Nanjing Yangtze River Bridge and began the preliminary survey of the bridge, which was completed in December.

In August 1957, the design proposal of Nanjing Yangtze River Bridge put forward the selection scheme of bridge site: (1) near the upstream of Yanziji; (2) near Shangyuanmen; (3) Baota bridge 1.4km downstream of railway ferry, which was submitted to the Ministry of Railways for examination. In October, after the completion of Wuhan Yangtze River Bridge, the Ministry of Railways merged the bridge design office into the Bridge Engineering Bureau.

At the beginning of 1958, the design task of Nanjing Yangtze River Bridge was transferred to the Bridge Engineering Bureau, where a Nanjing Yangtze River bridge design team headed by Wang xusen was established. In August, the bridge design scheme was discussed and decided as follows: (1) it was agreed that the bridge site should be chosen as Baota bridge; (2) it was agreed that the bridge should be designed as a dual-purpose railway and highway bridge, and the 10000 ton seagoing ships could pass under the bridge; (3) the construction of the bridge should be carried out according to the policy of more, faster, better and more provinces, and the needs and aesthetic requirements of the city should be properly considered. According to the preliminary design, the preliminary survey of the bridge was started in August 1958 and completed in December.

In September 1958, the State Council approved the establishment of the Nanjing Yangtze River Bridge Construction Committee, with Hui Yuyu, governor of Jiangsu Province, as its chairman and Peng Chong, Peng min and Wang Zhiping as its vice chairmen. The Construction Committee has selected the site scheme of Baota bridge, and proposed that the bridge should be designed according to the dual-purpose bridge of railway and highway, considering the navigable 10000 ton seagoing ships under the bridge, taking into account the needs of the city and the aesthetic requirements, and that the construction of the bridge should follow the policy of "more, faster, better and less". After the breakdown of Sino Soviet relations, China decided to take the road of "self-reliance" and rely on its own strength to complete the construction of the bridge. The Ministry of Railways launched the relevant parties across the country to jointly tackle key problems.

In October 1958, the Ministry of Railways and the Ministry of technology and science of the Chinese Academy of Sciences held a technical cooperation meeting on Nanjing Yangtze River Bridge, and a technical advisory committee with bridge expert Li Guohao of Tongji University as its chairman was also established. Through multi-party cooperation, the Bridge Engineering Bureau has completed the design scheme of Nanjing Yangtze River Bridge on the basis of the "Nanjing Yangtze River bridge design proposal" drafted by Hu Jingming. The design work was presided over by Mei Minchun, chief engineer of the bridge bureau, and was strongly supported by Tongji University, Chinese Academy of Sciences, Institute of geology, Harbin Institute of technology, Dalian Institute of technology, Changsha Railway Institute and other institutions and scientific research institutions. Li Guohao, Zhang Wei, Gu Dezhen and other experts participated in the design. The steel beam design of the main bridge is presided over by Wang xusen, the site design of the bridge is presided over by Cao Zhen, and the design of the approach bridge and bridgehead is in the charge of Wang Weimin and Zhou Pu.

In January 1959, the location survey of Nanjing bridge began. In June, the location survey was completed. In October, the first scientific and Technological Research Conference on the Third Yangtze River Bridge (Nanjing, Wuhu and Yidu) was held. Five groups, including general layout and fine arts, upper and lower structure, geology and construction, were set up to study item by item. In December, the second science and technology conference was held to discuss in depth the research results and proposals of various units since the last conference.

In January 1960, the bridgehead building was commissioned by the Bridge Engineering Bureau to invite architectural design institutes and colleges to solicit design schemes for Bridgehead buildings. In March, three of the 57 proposals put forward by 17 units across the country were submitted for approval. Among them, Zhong Xunzheng's red flag proposal was adopted. In June, the technical design documents of the bridge were submitted to the Ministry of Railways for appraisal and to the State Council; in September, they were submitted to the State Planning Commission for approval.

In April 1961, the overall construction plan of the bridge was approved. In the design plan, except for the extension of the Pukou railway approach bridge to 882.9 meters, the rest agreed to organize the construction according to the design documents. In order to ensure that 10000 ton sea going ships can pass under the bridge, the original design clearance height of the bridge is 26 meters. Some departments put forward that the clearance height of 24 meters can guarantee the passage of 10000 ton seagoing ships. Wang Shoudao, Minister of the Ministry of communications, presided over the discussion on the 24 meter clearance height scheme. The Ministry of Railways adopted the 24 meter scheme when revising the design scheme. However, the Navy and shipping departments have different opinions on this. Deng Xiaoping, then general secretary of the CPC Central Committee, convened relevant responsible persons to study and decided to maintain the clearance of 24 meters. Since then, the opposition has not subsided, and Premier Zhou Enlai finally decided to set the clearance height at 24 meters.

Start construction

In February 1959, the second bridge engineering office of Bridge Engineering Bureau entered the construction site of Nanjing bank to undertake the construction of Pier 5 and its south

Chinese PinYin : Nan Jing Zhang Jiang Da Qiao