Liaohe waterway shipping

As one of the seven major rivers in China, Liaohe River is an important waterway connecting Northeast China and Central Plains. Its large-scale water shipping occurred frequently as early as the Wei and Jin Dynasties. After Liao, Jin and Yuan Dynasties, the historical transportation of Liaohe River has become common. In the Ming Dynasty, the military supplies provided by the central government and salt merchants for the Liaodong garrison, as well as the remains of sergeant transported back to the customs from Liaodong, were also realized through the Haihe River intermodal transport. Before the Qing Dynasty, the vast majority of ships coming and going to Liaohe River came to help the soldiers and civilians in Northeast China, and they were often forced by the government. After the Qing Dynasty, the number of immigrants in Northeast China gradually increased, and the land in Northeast China was gradually developed continuously, which made it fight a beautiful turnaround-from feeding back the mainland to supplementing the mainland; From unidirectional input to bidirectional convection. This epoch-making reversal event has made Liaohe shipping, which originated from the people and was purely for commercial purposes, actively supported and encouraged by objective conditions, thus making unprecedented progress.

In view of the scarcity of waterways and limited access to the sea in Northeast China, the deep and wide Liaohe River has become a traffic trunk line. At the latest, in the seventh year of Xianfeng (1857), the Liaohe waterway was known to the Qing court. It was in autumn and July, and Emperor Xianfeng told the minister of military affairs to see if he could transport the "very cheap" grains in Jilin Province by "Liaohe River". By September of the ninth year of Xianfeng (1859), Emperor Xianfeng had been seeking the "ship regulations" of Liaohe River: "I heard that Fengtian Wugouying (now Yingkou) and Tianzhuangtai are places where merchants gather, and ships come and go, and there are charges from them. "Yu Ming, bonito, Lin Jing, look at the situation, will the ditch ridge, grange Taiwan ship rules properly made public ..."

In a long historical period after Daoguang's last years, there were only three routes for ships on the Liaohe waterway. From Yingkou to Tianzhuangtai and then to Sancha River, Sancha River is the bifurcation of three lines: from here, it enters Liaohe River, which can go to Liaozhong, Xinmin, Tieling and Kaiyuan, and finally to Zhengjiatun. There are more than 70 large and small docks such as Ma Peng ditch, Tongjiangkou, Jichengzi, Trilateral Boat, Racecourse, Shuli Street, Kamakou and wasteland along the coast; Into the Hunhe River, you can go to the central and eastern Liaoning until Shenyang, and there are docks such as Miss Temple, Xiaohekou, Loess Grave, Tangmazhai, Camelback and Xiaobeihe along the coast. Take the Taizi River to Niuzhuang, Xiaohekou, Liaoyang and Benxi. There are docks such as Nanjinbao, Mama Street and Long Beach along the coast. The main channel is the line from Yingkou to Zhengjiatun, with a total length of nearly 760 kilometers, and it can go back and forth eight times a year during the navigation period. The reach from Yingkou to Sanchahe is 86.5km long, with a river width of 250-900m and a water depth of 8 8- 10/0m. Sancha River to Ma Peng ditch is 322.5 kilometers long, with a river width of 200-250 meters and a water depth of 3-8 meters. The length from Ma Peng ditch to Tongjiangkou is 100km, the river width is100-200m, and the water depth is 2-3m. Tongjiangkou to Zhengjiatun River is 250km long, with a river width of 70- 100m and a water depth of more than 2m.

During the rise and fall of the Qing Dynasty, the maritime affairs of Liaohe River took a rotating shape, and its peak period was roughly between the early Qianlong period and the late Guangxu period (1775- 1900). It was in the development period before, unstable, and also affected by the sea ban policy. After that, it was a period of gradual decline, and it gradually declined. Although it basically ended in the 1950s, there were three main reasons for the gradual decline of navigation in Liaohe River. First, the unfavorable factors of Liaohe River itself: seasonality, diversion and siltation. Liaohe River has a freezing period of about 4 months every year, which is longer to the north of the middle reaches. The navigation of Liaohe River has always been strictly restricted by seasons, with an annual navigation period of about 230 days. After the official diversion of Shuangtaizi River, the transportation capacity of Liaohe River was further reduced. At the same time, blood stasis is becoming more and more serious. The second is the impact from Dalian Port. After the Russo-Japanese War, Dalian and Anton (now Dandong) opened ports one after another, and the logistics originally undertaken by Liaohe was carved up. Dalian Port is a seaport with no sediment deposition. It is also "not frozen in the middle of winter, easy to export ... it is leased by Japan, so it spares no effort to operate, so it is particularly developed", making "the general trend of trade gradually heavier than Dalian". The third is the impact from the railway. The Jingfeng Railway and Nanman Railway were completed and opened to traffic, which realized the combined transport of railways all over the northeast, and the goods from all over the country could be delivered to Dalian in one day. However, Dalian Port and Nanman Railway have been "leased" by Japan, and Japan is increasingly committed to the operation of railways, which makes the competition between railways and river transport increasingly fierce. In order to revitalize the local economy, Fengtian government and Yingkou Chamber of Commerce compete to formulate rescue plans. In the thirty-second year of Guangxu (1906), Zhao Erxun, the general of Shengjing, asked a British engineer to make a practical investigation. Hughes took a boat down the river from Tongjiangkou and made a detailed investigation along the way. Two years later, a detailed report was formed. On this basis, the Fengtian authorities "carefully reviewed the plan" and finally "the best method of embankment construction", and construction started in the first year of Xuantong (1909). However, after "building a dike, the autumn waters rose in three years (19 1 1), and the dike was washed down. It was during the Republic of China that I once again remembered and tried to revive Liaohe shipping. 1924 A new river was dug and the Macton Gate was built, but it only took effect for a while and was abandoned a few years later. After the founding of New China, with the gradual networking of land, the benefits of river transportation stopped, and the navigation of Liaohe River finally became a thing of the past. By the end of 2007, the total navigable mileage of inland waterways in China was 1.33 million kilometers, ranking first in the world, which was not contributed by Liaohe. However, as a "golden waterway", Liaohe River has indeed made a historic contribution to the prosperity of Northeast China.

265,438+At the beginning of the 20th century, with the renovation, ecological restoration and urban landscape construction of Liaohe River, some sections of Liaohe River resumed navigation, forming a backwater area of Qixing Mountain in Shenyang, Shifosi Temple, Tieling New Suspension Bridge-Shuang33km, Xinmin Liu Ju River-Yubaotai 20km, Anshan Hongmiao Bridge-Zhangda Bridge 23km and Panjin Shuguang Bridge-Panshanmen 65438+. In addition, the trial of the 1000-ton inland river barge channel was completed through the newly-built Niuzhuang Port. Niuzhuang Port is located in Beihai Village, Xisi Town, Haicheng City, Anshan City. Starting from Niuzhuang Port, the ship enters the Bohai Sea along the Daliao River via Anshan, Yingkou and Panjin, with a total length of 86 kilometers, a channel depth of more than 2.5 meters and a width of 120 to 200 meters. In the future, ocean cargo ships that can sail from 3,000 tons to 5,000 tons have the potential of river-sea combined transport.

In the "China Inland River and Port Development Plan (2007-2020)", the Ministry of Communications clearly proposed to build a high-grade waterway layout plan covering the whole country: "The Yangtze River system, the Pearl River system, the Beijing-Hangzhou Canal and the Huaihe River system, the Heilongjiang River and the Songliao River system are rich in water transport resources in China, forming the Yangtze River trunk line, the Xijiang shipping trunk line, the Beijing-Hangzhou Canal and the Yangtze River Delta high-grade waterway network layout, and the Pearl River Delta high-grade waterway network and/kloc-0. The Ministry of Water Resources also clearly stated in the Plan for Comprehensive Development and Utilization of Water Resources in Liaohe and Songhua River Basins in China (199 1): "The South-to-North Water Diversion Project (part of the Songhua River Basin is transferred to Liaohe River) is a comprehensive development and utilization project of water resources, which not only solves the water shortage problem in the middle and lower reaches of Liaohe River, but also is very necessary for the development of inland navigation in Northeast China. It can turn the closed Songhua River shipping into an open one and make it possible for the Liaohe River to resume navigation. "