On the morning of September 23, 2026, the fog on the Nemur River had not dissipated. Between the protective embankments on both sides of the river, the boom of the pump truck slowly rises and falls, and one concrete tanker truck after another enters the sidewalk. On that day, as the last concrete pump was sent into the mold and compacted, the concrete pouring operation of the first continuous beam of the Namur River Extra Large Bridge in the Fuyu to Gagdachi Railway Renovation Project was announced to be completed - the northernmost electrified railway renovation project in China, thus entering the construction stage of the upper structure of the bridge.

Thousands of tons of concrete crossing the river

The Namor River Extra Large Bridge is located in the city of Namor in Heilongjiang Province, spanning the middle and lower reaches of the Namor River, with a total length of 2.07 kilometers. It is a controlling project of the entire Fujia Railway. Continuous beams are installed on the bridge specifically designed to span the protective embankments and flood control channels north and south of the Nemur River. Each pair has three spans, with a total length of 144 meters and a concrete volume of 1200 cubic meters. Converted into weight, the concrete poured from a continuous beam exceeds 3000 tons. Under the bridge piers are flowing river water and flood control embankments, while above the bridge deck, trains with a future speed of 160 kilometers per hour need to be lifted. The weight of this bridge has been firmly pressed down from the moment it was poured.

Working alongside the train

It's not just about size that's difficult. The biggest challenge is that this is a construction site adjacent to a commercial line, with extremely high safety risks: one side is an existing railway still in operation, and the other side is a newly poured beam. Any mistake could affect train operations. 3000 tons of concrete imposes almost stringent requirements on the balanced load-bearing capacity of the support, and once uneven settlement occurs, the beam may crack. At the same time, the large pouring volume and long duration of 1200 cubic meters, as well as the rhythm of concrete supply and the organization of continuous pumping, are direct tests of on-site scheduling capabilities. Construction personnel need to connect the supply, pumping, vibration, and maintenance into a continuous assembly line within a limited time window.

The high-speed train drove into Linhai

The Fujia Railway spans across the provinces of Heilongjiang and Inner Mongolia, and is the only railway channel connecting the Daxing'anling region to the outside world. It was built in the last century and has low technical standards and slow operating speeds. The renovation project will start in September 2025, with a total length of about 427.8 kilometers. It will be constructed according to the national railway level I electrification standard. After the renovation, the total length of the line will be 427.77 kilometers, with a designed maximum speed of 160 kilometers per hour, and it will have the conditions to operate high-speed trains. A total of 5.4 kilometers of bridges and 1.7 kilometers of tunnels will be built along the entire line, and a 6000 square meter Jiagedaqi station building will be constructed. It is expected to be completed in January 2028. After the renovation is completed, the fastest running time from Jiagedaqi to Harbin will be shortened from the current 9 hours and 43 minutes to about 6 hours and 30 minutes, a reduction of more than 3 hours, achieving morning departure and afternoon arrival; The annual freight capacity of the railway has been increased to 50 million tons, which can efficiently undertake the transportation of bulk commodities and local specialty resources along the line.keywords:Engineering infrastructure

Just one day before this pouring, on September 22nd, the main body of the newly built Jiagedaqi Station building was successfully topped out, and China's northernmost railway first-class station has fully entered the decoration and renovation stage. The bridge is growing tall, the station building is taking shape, and a steel passage that ends the history of non electrified railways in the Greater Khingan Range is falling inch by inch from the blueprint onto the frozen soil. For the small town deep in the forest, it brings not only a faster train, but also a recalculated time distance from the provincial capital and the outside world.Editor/Yang Meiling