Main engineering quantity: 67.73 million cubic meters of earth and stone work for subgrade along the whole line, including stone work182,400 cubic meters, with a maximum of 670,000 cubic meters per kilometer, a maximum fill of 37.02 meters and a maximum excavation of 4 1.05 meters. There are 47 tunnels (including open-cut tunnels 1), the length is 1267 1, and the longest river and mountain tunnel is1460m. Bridges 159 with 9207 linear meters, including 25 large bridges with 3836 linear meters, 59 medium bridges with 3499 linear meters and 75 small bridges 1872 linear meters. Culvert 1658 Bid Section 335 12 linear meter. There are 44 stations, including 1 marshalling station, 5 interval stations, 13 intermediate station, 24 yield stations, and 1 getting on and off stations. The main line is 733.2 kilometers long and the station line is 96.2 kilometers long.
The electrification reconstruction project of yingtan-Xiamen Railway started on August 26th 1986, and the whole line was opened on February 28th 1993, with an investment of 69604+0 10000 yuan. The total length of the railway is 7 12438+0km, which is the first electrified railway in East China. Before the founding of the People's Republic of China, the railway leading to Fujian Province was surveyed six times, but there was no construction plan.
After the founding of New China, the central government listed the Fujian-Jiangxi Railway as the trunk line for the later construction of the National Tenth Five-Year Plan. 1952 due to strategic needs, the central government decided to build and name the Chang (Nanchang) Xiamen (Gate) Line in advance, and hand it over to Zhongnan Design Branch of the Ministry of Railways (now the Fourth Design Institute) for re-survey and route selection according to the original survey data.
From June 1953 to April 1953, according to the preliminary survey data, Zhongnan Design Branch made a survey on Nanchang, Zhangshu, Ganzhou, Ruijin and Xiamen lines, Nanchang, Cheng Nan, Shicheng, Ruijin and Xiamen lines, and yingtan, Zixi, Yong 'an, Zhangzhou and Xiamen lines (that is, west line, middle line and east line). Finally, the recommended scheme of yingtan, Zixi, Yong 'an, Zhangzhou and Xiamen lines, that is, the eastern line, was selected. The total length of the line is 723km, with a restricted slope of 12‰ and 20‰ in some sections. In addition to military significance and political influence, the reason for choosing the Eastern Route as the recommended scheme is that the mileage is shorter, the project is smaller, which is 62km shorter than the central route and 144km shorter than the western route, attracting the largest population and increasing the freight volume. One-way freight volume is 6.5438+0.73 million tons, and 2.87 million tons after five years, which is 1 times larger than the central line and also larger than the western line. At the same time, the adoption of the eastern route is conducive to the development of forest resources in northern Fujian, to the construction of a railway leading to Fuzhou, to connect the southeast seaport, to communicate the economy of southern Fujian and northern Fujian, and to give consideration to the flow of goods and the convenience of connecting the Zhejiang-Jiangxi line.
1In April, 953, Zhongnan Design Branch made a summary report to the Ministry of Railways and organized an economic investigation team of the survey team to discuss Nanchang, Ruijin and Xiamen lines. And the key investigation and research of yingtan, Yong 'an and Xiamen lines. During his work, he was instructed by the Ministry of Railways to abandon the central line; On-the-spot understanding of East Line 1.2 ‰ Limited Slope and 20‰ Double Machine Slope. After analysis and comparison, it is suggested that the main direction of the route is the east line, and Daheshan Pass is selected among the three passes in Wuyishan crossing section, with a total length of 729 kilometers, and Nanping branch line is 28 kilometers, and Songyu branch line is 19 kilometers.
1July, 953, the draft design opinion of Changsha-Xiamen line was submitted to the Ministry of Railways. Approved by the Ministry of Railways, the main direction of the main line is the eastern line, and the purpose of line construction is determined to be "national defense first, combined with economic development". The construction plan was initially decided to be carried out in two sections, the first section from yingtan to Nanping, and the second section from Yuanzhou to Xiamen, which was officially renamed as yingtan-Xiamen Railway.
In order to strengthen the power of survey and design, the Ministry of Railways decided in September 1954 that Southwest Design Branch (now the Second Design Institute) would send additional teams to carry out the survey from Laizhou to Xiamen, and determined that the railway corps would be responsible for the construction. 1954 65438+February, the Ministry of Railways decided to change the survey and design work of Xiaying Line to Southwest Design Branch. 1Feb. 955, Southwest Design Branch moved from Chengdu to Nanchang to lead the design work of the whole line.
On September 1955, the southern section decided to go from Punan to Xiamen via Guokeng without going through Zhangzhou. Another branch line will be built in Zhangzhou, from Guokeng to Zhangzhou. Songyu branch line will not be built.
Selection of important local line schemes:
① Zixi-Dai Yuan adopts 20‰ double machine slope scheme.
Crossing the northern section of Daheshan Mountain, in order to adapt to the steep northern slope and gentle southern slope, one-way 20‰ two-machine slope is adopted (12‰ is still adopted in the southern part of Daheshan Mountain).
② 22‰ two-way double-machine slope scheme is adopted from the west to the entrance.
After many studies and comparisons, the southern section crossed the Daiyun Mountain watershed and finally decided to adopt the 22‰ two-machine slope scheme with a curve radius of 250 meters. It can reduce a lot of earthwork and tunnel engineering, shorten the construction period, shorten the route and save the project cost by 3.072 million yuan, which was approved by the Ministry of Railways.
③ The seawall line scheme is adopted between Jimei and Nanshan.
When formulating the overall design principle, Nanshan Jimei Line proposed two schemes: seawall line and sea-surrounding line. Around the sea line, through the irrigation mouth, around Tongan Xiadian and then to Jimei, the seawall line goes straight from Xinglin to Jimei. Both schemes pass through the coastal hilly area of weathered granite, and the engineering geological conditions are good. The coastline around the sea is 8.66 kilometers longer than the seawall, but the construction cost of the seawall is high, which is 6.5438+0.69 million yuan more than the coastline around the sea. However, the biggest advantage of the seawall line is that the line is straight, there is one less demarcation point, and the operating cost is less, which can save 990,000 yuan compared with the five years around the seawall line. At the same time, the local government and Mr. Chen Jiageng have urgent requirements for seawall construction. It is estimated that after the completion of the seawall, 30,000 mu of land can be reclaimed, fish can be raised and tidal power stations can be built, which is of great significance to the development of the national economy. So the seawall line was finally decided. 1May, 1955, the preliminary estimate of yingtan-Xiamen railway was 848.877 million yuan, including 55.6 million yuan for special projects, excluding 0/36,000 yuan for special projects per kilometer/kloc-0, and 0/062,000 yuan per kilometer/kloc-0. On May 10 of the same year, Wang Zhen, commander of the Railway Corps, and shcherbakov, expert leader of the Ministry of Railways, held a meeting in Nanchang to study the work of design, infrastructure and construction departments. He thinks that the cost of the yingtan-Xiamen railway is too high and must be reduced. Reduce the cost of materials, transportation and special expenses by 73.295 million yuan. At the same time, the design standards were revised to reduce the number of projects by 20.52 million yuan. The reduced estimate is 755.062 million yuan. Later, some suggestions were put forward, such as adopting a radius of 250 meters in difficult terrain, temporarily ignoring the power generation problem of Jiulong River, appropriately lowering the design standard and temporarily not building special projects, which were reported to the Military Commission and the Ministry of Railways for approval, and then reduced by1355.22 million yuan, and the estimated budget was reduced to 6195.4 million yuan, with an average of 829,400 yuan submitted to the Ministry of Railways for appraisal. Considering that the estimated budget figure is still too high, Combined with the guiding spirit of strict economy and cost reduction promulgated by the Ministry of Railways at that time, under the principle of ensuring quality and meeting needs, we constantly studied and adopted reasonable design standards, improved design, reduced engineering standards, material costs, transportation and miscellaneous fees, indirect costs and three kinds of engineering costs, and repeatedly reduced budgetary estimates. The final estimate was revised to 425.423 million yuan, with a total length of 749.2 kilometers. In February 1957, the proposed budget was reduced to 3547 15000 yuan, with 475,000 yuan per kilometer.
Due to the shortened construction period, various construction measures have been changed, and the increased expenses will be added to the budget. Approved by the Ministry of Railways, the adjusted budget is 398.839 million yuan and 528,000 yuan per kilometer (including Nanping and Zhangzhou branch lines). The actual investment of yingtan-Xiamen railway is 383,675,840 yuan (excluding19580 yuan). If the survey and design fee 13 1 12800 yuan is deducted, it will be 505400 yuan per kilometer; If the material price difference is deducted, the cost of cost reduction and refund is 44,039,200 yuan, then it is only 445,300 yuan per kilometer.
The main technical conditions of the yingtan-Xiamen railway were designed according to the Class I line standard except for the superstructure, in view of the fact that this line is an important national defense line when the General Design Rules were initially compiled. Later, when it was sent to the Ministry of Railways for identification, considering that the recent traffic volume was not large, there were only more than 20 pairs of trains in the northern section and less than 2 pairs in the southern section/kloc-0, and it was decided to change the design to the second-class standard.
The main technical conditions are briefly described as follows:
① General design standard
Plane section of the line: According to the economic survey data, the line should be a third-class line. Considering the future development, the plane part of the line should be designed according to the secondary line standard.
Restricted slope: both ascending and descending slopes are 12‰. Wuyishan District and Daiyunshan District have steep terrain and arduous projects, so the double-machine slope is adopted, with 20‰ between Zixi Garden 15 km and 22‰ between 30 km of Xichengmen.
Minimum curve radius: 300 meters. During the review, it was approved that Zixi to Daheshan, Guikou to Chengkou, Ouzhai to Zhuozhai and Luoxi to Xin 'anban were 250 meters.
Effective length of arrival-departure line: 560m, water supply station 580m, and recent auxiliary rail 450m.
② Subgrade and superstructure
Subgrade width: 4.6m for stony soil and 5.0m for non-stony soil, and the curve section is widened according to line III.
Shoulder elevation: The northern part of Laizhou is designed to be 0.50m higher than the highest flood level in 300 years, and the southern part of Laizhou is designed to be 100 flood level.
Superstructure: the main rail adopts P-43 type and the station line adopts P-38 type. Laying sleepers per kilometer 1440 in straight sections of main lines, curved sections with radius greater than 600 meters and station lines; In the section with gradient greater than 12‰, in the tunnel and on the curve with radius equal to or less than 600 meters, lay 1600 sleepers per kilometer. Gravel or crushed stone is used as ballast. On the non-stony soil subgrade, the thickness of sleeper ballast is 0.25m (including 0. 10 Misa cushion); On the rocky soil subgrade, there is no sand cushion, and the thickness of ballast under the sleeper is 0.20m. ..
③ Bridges and tunnels.
Live load grade: the piers and culverts of the bridge north of Laizhou are medium -26, and the steel beams and reinforced concrete beams are medium -22; In the southern part of Laizhou and on the branch line, the masonry steel beams at the lower part are all of Grade 22, but if the height of culverts and single piers exceeds10m, Grade 26 will be adopted; Tunnel: the building boundary is designed according to the tunnel boundary-dimethyl.
Design flow: 100 return period is adopted in the north of the bridge and once every 50 years in the south of the bridge; The whole culvert is a cycle of 50 years. When the ditch flow is small, 0.5 and 0.75m water pipes can be used (0.50m pipe is not more than 15m, and 0.75m pipe is not more than 20m). When the flow is small and there is not much suspended soil, permeable embankment can be used.
④ Houses and other equipment
Residential area: the permanent production house is used by fixed trains on 12 and night; In the initial stage, residential housing was calculated at 65,438+00 people per kilometer. Small and medium-sized stations provide housing according to 80% of the quota, district stations provide single dormitory according to 30% of the quota, 30% provide family dormitory, and the remaining 40% are solved by renting houses.
Rolling stock equipment: Initially, the train was designed according to 12 and reserved for future development.
Power lighting: make full use of existing equipment. If not, consider building a special power station.
Water supply equipment: the train is designed and constructed according to 18, and the branch line is designed and constructed according to 12.
Communication equipment: overhead communication lines, line dispatching, station road maintenance telephones, number selection telephones and regional exchange telephones shall adopt * * * electric or magnetic switches respectively according to the power supply situation and needs.
The whole project quality has passed the acceptance of yingtan-xiamen railway Acceptance and Handover Committee, and the overall evaluation is as follows: Xiaying Line is 697.7 kilometers long, and the length connecting Wainan Branch (Nanping Branch) and Zhangzhou Branch is 733.2 kilometers. The terrain is complex and the project is arduous. The design and construction infrastructure unit/kloc-completed the survey and design of the whole line in 0/8 months, completed the track laying and opening to traffic in 22 months (except Zhangzhou branch line) and delivered it in 34 months.
Construction quality: the subgrade is stable, the slope is neat, and a lot of turf is planted. The track is flat and firm, the traffic is smooth, the station wiring is suitable, the station capacity is clean and tidy, and the bridge and tunnel construction is solid. The electromechanical equipment supporting the main project has high installation speed and high precision. The construction quality of the whole line is good, and some of them reach excellent quality, which can be delivered to formal operation. However, some defects such as cracks in tunnel lining, intrusion gap and plastering and anticorrosion of sleepers need to be dealt with. From the end of 1954 to the end of 1956, the Chinese People's Liberation Army Railway Corps (hereinafter referred to as Railway Corps) made five revisions before and after accepting the construction task. 1In April, 1955, Wang Zhen, commander of the Railway Corps, on behalf of the Ministry of National Defense and the Ministry of Railways, together with the working group of Soviet experts headed by shcherbakov, convened a meeting of the Third Bureau (Southwest Design Branch, No.7 Infrastructure Branch and Xia Ying Line Engineering Bureau) in Nanchang. According to the complex terrain and economic investigation data, after comprehensive research, the overall construction organization design of Xia Ying was preliminarily decided. At that time, the construction period was 1955, and it was opened to the north entrance of Daheshan Tunnel, 1956 to Yong 'an, and 1957 to Xiamen. During September 1955, 10/0, after finding out the engineering quantity of the water diversion area south of Yong 'an, the construction organization plan of laying tracks at the north and south ends with the junction at Zhangping was put forward, and the whole line was opened to traffic at the end of 1956 one year in advance. At that time, after comparing various schemes, it was decided to follow this scheme as the implementation goal.
According to the construction organization design scheme, an effective and rapid construction method was adopted, and it was opened to traffic one year in advance. Large and medium-sized blasting is adopted for key earthwork, and mechanized construction is increased. The key point of bridge and culvert engineering is to grab the foundation out of the water in dry season to avoid the threat of flood. Tunnel engineering generally adopts mechanical excavation, track laying and beam erection, and adopts the methods of pre-paving ballast, pre-paving sleeper and pre-erecting beam.
There are 1 1 sections on the whole line, and the length of each section is different, the longest is 1 10 km, and the shortest is only 19 km, which is mainly determined by the difficulty of the project and the urgency of the construction period. * * * It is planned to deploy eight divisions and a bridge regiment, from north to south: the third division is located in yingtan, 60 kilometers away from Gaofu, and the division headquarters is located in yingtan (the first engineering section); The seventh division is located at the section from Gaofu to Tieguan Village 19 km, and the division headquarters is located in Zixi (the second engineering section); The fifth division is located in the 49 km section from Tieguan Village to Guangze, and the division is located in Guangze (the third project section); The second division is located in the 59 km section from Guangze to Nakou, and the division office is located in Shaowu (the fourth engineering section); The 10th Division is located in the 88km section from Nakou to Laizhou, and its office is located in Shunchang (the fifth engineering section). The first division is in the 44 km section from Laizhou to Shaxian, and the division office is located in Xiqin (the sixth engineering section); 1 1 division is located in the 93km section from Shaxian to Guikou, and the division office is located in Shaxian (the seventh engineering section); The sixth division is located in the 47 km section from Guikou to Maiyuan, and the division organ is located in Zhangping (the ninth engineering section); The fifth division (the second time) is located in the 52km section from Meishuikeng to Xin 'anban, and the division office is located in China (the tenth engineering section); The seventh division (the second time) is located in Nanban to Xiamen-Zhangmen section 1 10 km, and the division headquarters is located in Zhangzhou (the eleventh engineering section); The independent bridge group belongs to the seventh division of architecture. Fujian and Jiangxi provinces organized more than 100 migrant workers 1 10000 to form 8 brigades and 8 divisions of railway soldiers to organize construction; In addition, 40,000 other personnel participated in the construction. At the peak of construction, the total number of soldiers and civilians reached more than 200 thousand.
1955 February 2 1 60 km between yingtan and Zixi officially started. Railway Corps set up a headquarters in yingtan to lead the construction of this section. At the same time, Southwest Design Branch moved from Chengdu to Nanchang to lead the survey and design work of the whole line; The Seventh Infrastructure Branch of the Ministry of Railways was also established in Nanchang, responsible for the contracting and supervision of the yingtan-Xiamen railway. In May of the same year, the railway soldiers also moved from Guixian, Guangxi to Nanping, Fujian, in order to strengthen the leadership and command of the Xiaying Line construction troops.
With the approval of the Ministry of Railways, the construction policy of "survey, design and construction at the same time" was adopted for the rapid and comprehensive construction and completion on schedule. At the same time, in order to better grasp the design, contracting and construction of the whole line, it was decided to move the Third Bureau to Nanping.
The construction of Zixi Mountain and Dahe Mountain started in May. 1955. From April to July of the same year, the second, tenth, first, eleventh and sixth divisions of the Railway Corps successively entered the area where Xiaying Line belonged. Construction started in June from the south of Daheshan to Laizhou, in the third quarter from Laizhou to Yong 'an including Nanping branch line, and in the fourth quarter from the south of Yong 'an to Xiamen. With the completion of the project from yingtan to Guangze120km in the northern section in the fourth quarter, the troops of the 3rd, 5th and 7th divisions in this section began to move to the southern section as the project of the 227km section from Maiyuan to Xiamen. At the same time, the Independent Bridge Corps also transferred the Seventh Division of Xiaying Line to perform tasks. At this point, the entire line of 1956 1 has been completed.
Fujian Province also organized the establishment of a "Young Volunteer Road Construction Team". The first batch of 7 19 members arrived at the location of Nanping railway corps leadership on February 5 1955. The slogan put forward by Fujian Provincial Committee is: "We don't support the railway soldiers, but the railway soldiers support us". The provincial, prefectural and county governments sent 4207 cadres to lead migrant workers to participate in road construction projects, and also organized huge living supply teams and transportation teams. At the same time, a large number of farmers were mobilized to cut down trees, send food and vegetables, and support railway construction. Road workers have mastered professional technology in a short time, invented advanced tools and improved work efficiency. On May 23rd, 1955, Wang Zhen, commander of the Railway Corps, visited Daheshan construction site, studied and improved the construction method with the commanders and fighters, and personally went into the tunnel to play the wind cannon, which greatly encouraged the construction troops.
According to the characteristics of complex terrain and urgent construction period along the line, the construction troops in yingtan-xiamen railway adopted the suggestion of Che Qijin, a Soviet expert, and adopted large-scale blasting construction in key sections. There are *** 1 16 large-scale blasting sites on the whole line, and the blasting earthwork is * * 365,438+10,000 cubic meters, saving 1.88 million person-days.
Xiamen seawall (including Jimei-Gao Qi and Xinglin-Jimei) is an arduous project in the front of yingtan-xiamen railway. The high-tech seawall was organized by the local government in 1954 10, and was completed in 1955. The railway superstructure was built by railway soldiers. Jixinghai Dike was constructed by Xia Ying Railway Engineering Bureau in June 1955 and June 10, and was completed in June 1957. With the strong support of the local government, the construction troops and migrant workers overcame the harassment and destruction of the sea waves and Kuomintang military aircraft, built two 5-kilometer-long dikes, and laid the rails across the Jigao Strait to Xiamen Gate. In June 1 95565438+1October1,President Zhu De wrote four characters for the seawall.
The track-laying project of yingtan-Xiamen Railway started from yingtan on September 1955, and the track-laying from February 1955 to 76 km plus 75 1 m came to an end. February 24th 1956 Track laying continued southward. Due to the method of laying ballast, sleeper and girder, the speed of track laying is constantly improving. On June 24th, 10, 18 arrived in Zhangping, and advanced to Xiamen Gate at an average speed of 5km per day, reaching a record of 8.88 on June 29th. Finally1956 65438+February 9, the track was laid to Xiamen one year and 22 days in advance. In August, 1957, the preparatory group for the acceptance and handover of yingtan-Xiamen railway was established in Nanping, and the preliminary inspection was organized. The initial inspection was started in yingtan in September, and the summary report of the initial inspection was submitted in 5438+ 10.
1957165438+10, Vice Minister of the Ministry of Railways, Wu and heads of various business bureaus in the Ministry organized a working group together, invited Ivanov, a Soviet expert, to visit many major projects along yingtan-xiamen railway10, listened to the reports of various units on the spot, and read the preliminary acceptance report, and then conducted discussions and comprehensive studies according to business groups. Finally, it was reported at 10.
1957165438+1On October 26th, the yingtan-Xiamen Railway Acceptance and Handover Committee was formally established in Yongan, Fujian. On February 4th, 65438, the inspection was carried out from Xiamen to the north, and it was completed on February 6th19th. On February 26th, the review summary report was presented in Nanping. On February 28th, 1958, the yingtan-Xiamen Railway Acceptance and Handover Committee held a handover signing ceremony in Nanping, and decided to officially open for business on New Year's Day.