What Does a Subsea Engineer Do?

Junfeng Liu is an expert in port construction and channel management, and one of the pioneers in modern port construction and channel management. He has accumulated rich experience in the design and construction of Huludao, Yantai, Qingdao, Huangpu, Lianyungang and other ports, especially for the piling of soft soil foundation and port piling, and has long been leading the port construction and channel management projects. It has solved many major problems, laid a foundation for guiding China's large-scale development of the port cause, and contributed to the development of China's traffic engineering cause. Introduced the "Biography of Chinese Science and Technology Experts."

Liu Junfeng

(Expert in Port Engineering and Channel Management)

Biography of Liu Junfeng

Liu Junfeng. November 25, 1906 (10th day of the 10th day of the 10th lunar month) was born in Jingxian, Hebei Province. When he was born, the housework was run by his grandmother. He was a craftsman and a farmer, and his father was a teacher. In 1918, he entered the first middle school of Cang County. He studies hard and ranks among the best in exams. At that time, during the First World War, I heard that the naval power of the German submarine was very young, but he was deeply imprinted in his mind about the submarine. In 1923 he was admitted to the Department of Mechanical Engineering of Beiyang University (today Jin University). The school has a two-year preparatory course and a four-year undergraduate degree. Most of the instructors are foreigners from the United States, Britain, and other countries. Sometimes they are arrogant and contemptuous of the behavior of Chinese students. In this regard, he is extremely disgusted, which prompted him to study hard, demand self-reliance, and increase his determination to fight for the country. After graduating from university in 1929, he went to Heilongjiang Huhai Railway Songpu Machine Factory to take charge of the three workshops in charge of internship, then worked as assistant teacher, instructor and director of the internship factory at Beiyang Institute of Technology, and later at Beiyang Institute of Technology. A nearby machine shop was opened in Xigu Village. During this period, Liu Junfeng personally designed and trial-produced a variety of new machines and models, such as small locomotives, forward and reverse links on locomotive, 1/4 horsepower 600 rpm DC steam engine, 5 Horsepower air compressor, 5 horsepower 650 rpm diesel engine, school gates and hydroelectric turbines for teaching. Began to show talent in mechanical manufacturing design.

In the summer of 1935, the Chinese and British Gengzi Indemnity Committee enrolled the third session of students studying in the United Kingdom. Liu Junfeng accepted the shipbuilding engineering major at his will. At that time, a total of two students were admitted to the shipbuilding department, and the other was Mr. Yang Renjie. In October 1935, Liu Junfeng and Yang Renjie went to study at the Shipbuilding Department of Durham University Armstrong College, Newcastle, England. After arriving at the school, they learned that many lessons have been learned in the country, so they discussed with the school to complete all shipbuilding subjects in the first year, and to do research and design work in the second year, and they agreed. During winter and summer vacations, the school introduced them to internships at Swanhang Shipyard. This is the largest shipyard in northeastern England. There are many elderly workers. Some of them also participated in the construction of Chinese and Japanese warships during the Sino-Japanese War. They asked: "The warships built for you are larger and larger than those built for Japan. Many, where did your warships go? "At that time, Liu Junfeng was ashamed and couldn't answer, and his heart was very painful. In the second year of studying at Armstrong Academy, he did the design of a 2,000-ton sea vessel and wrote a dissertation entitled "Resistance of Ships". After examination, he obtained a master's degree. But his desire to learn submarine manufacturing from a deep age has not been fulfilled because British universities do not offer this course. To this end, Liu Junfeng applied to the Gengzi Compensation Commission and asked to go to Germany to study this course again, and he obtained consent. In July 1937, he took a boat from Newcastle to Hamburg, Germany. In the preparatory course of Beiyang Institute of Technology, he studied German for two years with a certain foundation, and after tuition in Berlin, he enrolled in Danzig University of Technology for elective submarine design, warship manufacturing, and turbine manufacturing. At that time, shortly after the start of the Japanese war of aggression against China, he was indignant and worked harder, determined to learn good submarine and warship manufacturing, in order to return home to participate in national defense construction. In April 1938, after completing the second semester of elective courses, he completed the design of a 650-ton submarine, practiced at Danze "Xishao" Shipyard and supervised the construction of a large-scale dredger ordered by China "Jingxing", after three months of internship, transferred from Berlin to Paris via Marseille and returned home.

In October 1938, he returned to the Mainland via Hong Kong. At that time, all the coastal provinces had fallen, and his shipbuilding specialty had no use. He had to teach at Chenggu National Northwest Institute of Technology in Shaanxi. In August of the following year, he went to work at Chongqing Democracy Industrial Corporation, and concurrently taught at Chongqing Jiaotong University and Tongji University. In August 1945, the victory of the Anti-Japanese War, the Ministry of Communications of the Chongqing National Government sent Ye Zaiyu, Liu Junfeng, and Zhu Tianbing to Nanjing and Shanghai to receive Japanese-built shipyards.

After the founding of the People's Republic of China in 1949, Liu Junfeng continued to lead technical work at Minsheng Industrial Corporation, and also served as a professor at Shanghai Jiaotong University and a consultant to the Shipbuilding Industry Bureau of the Ministry of Heavy Industry of the People's Republic of China. In 1954, the Ministry of Communications ordered Liu Junfeng to go to Beijing to serve as Chief Engineer of the River Transportation Bureau of the Ministry of Transport and Director of the Ship Design Institute. He was soon renamed as Deputy Director of the Technology Bureau of the Ministry of Transportation and Chief Engineer of the Technology Bureau. In 1956, the State Council's Scientific Planning Commission organized the compilation of the science and technology development plan for 1956-1967. Junfeng Liu is a member of the Transportation Group and participated in the preparation of the 35th "Research on New Technologies for Transportation Equipment and Comprehensive Development of Transportation Issues". It was proposed in the plan that 10,000-ton dry cargo ships, hydrofoil ships, and free-piston gas engines must be developed. It has played a positive role in promoting the development of water transportation technology. In early 1962, Premier Zhou personally hosted the China Science Working Conference, the Guangzhou Conference, to discuss the formulation of the science and technology development plan from 1963 to 1972. Junjun Liu was one of the four representatives of the Ministry of Communications. At the meeting, he and other representatives jointly proposed suggestions on strengthening the ship's scientific research work, developing urgently needed power machinery for wooden sailboats, and developing high-power diesel engines for ships. During the meeting, I personally listened to Premier Zhou's and other leading comrades speeches, so I was able to learn more about the party s intellectual policy, and was greatly encouraged. After that, I worked harder at work and studied and actively promoted the party s intellectual policy. In the same year, the State Science and Technology Commission organized the preparation of the 1963-1972 science and technology development plan (draft). Liu Junfeng participated in the drafting of the 22nd special ship professional plan. He is one of the five persons responsible for drafting the outline and key project specifications. In the key projects, important contents such as shallow water, narrow waterways, rapids, structural strength of inland water vessels, serialization of steel mesh cement ships, and small and medium-sized marine power engines are proposed. The implementation of this plan has a profound impact on the development of water transportation technology. . Liu Junfeng carefully implemented the technical leadership position of the Ministry of Communications at the time according to the requirements of the planning regulations. In 1966, shortly after the "Cultural Revolution" began, he was criticized, and in 1969 he was decentralized to cadre labor. He returned to Beijing for treatment in 1971 due to illness and immediately resumed work as Chief Engineer of the Water Transport Industry Bureau of the Ministry of Communications. Until 1977, he could not afford to fall ill, and during this period made a significant contribution to the establishment of the transportation system's own shipbuilding industry.

In 1950, Shanghai was awarded the first-class model worker honor for designing a 225-horsepower DC steam engine and a car planer. He was elected as the representative of the first Chinese People's Congress in 1954, and has been a representative of the Chinese People's Congress for five consecutive sessions. Joined the Communist Party of China in Beijing in 1956. In 1962, he was elected as the chairman of the sixth council at the first Chinese member congress of the China Shipbuilding Engineering Society.

Liu Junfeng shipping business

For more than a hundred years, the Chinese nation has been deceived by the imperialist powers and lost their sovereignty. There is no talk of their own shipping business, while the merchant ships and warships of the powers roam the coasts and inland rivers of China at will. In 1938, the Kuomintang government withdrew from Chongqing to the west, and the upper reaches of the Yangtze River became the only important lifeline of water transportation at that time. Liu Junfeng's aspiration to build a navy could not be fulfilled. place. Minsheng Company was founded in 1925 by Lu Zuofu, a national industrial and commercial expert. At that time, he only sailed between Hechuan and Chongqing on the Jialing River with a small 70-ton ferry. There are developments, routes have greatly extended, rising from the Yangtze River, competing for power over the major powers, breaking the situation of Japan, Britain, the United States, France and other countries monopolizing the Yangtze River shipping situation, the number of ships and tonnage has a considerable scale, for the anti-Japanese war at the time A banner in the transportation industry. When the ship was retreated from the Chuanjiang River, the ship suffered losses, and the technical status of the ship dropped sharply. In 1939, Liu Junfeng joined Minsheng Company to take charge of technical maintenance work. Until September of the following year, he served as deputy chief engineer, presided over comprehensive ship repair and rectification, vigorously built ship repair bases, and was responsible for major repair projects. In 1942, due to continuous shipwreck accidents, he presided over the calculation of the stability of all ships, carried out tilt tests, and improved the safety conditions of the ships. He also mapped out turbines and mechanical drawings, and designed the Shaanxi tugboat for Minsheng Shipyard to design ground shaft cross joints and turn sand. And hydro-generator governor. He has to take care of everything from design, drawing to manufacturing, and solve the problems in repair and manufacturing at any time. Because of his own design, he created conditions for the lack of mechanical equipment at that time, thereby ensuring the needs of military and civilian transportation at that time.

In 1946, Liu Junfeng went to Canada with Lu Zuofu to order 9 new ships, called the size of the "gate", 3 doors each with a total length of 270 feet and 5000 horsepower, and 6 small doors each with a total length of 160 feet and 2400 horsepower. Many advanced technologies were adopted, all of which were relatively modern ships at the time. A large number of technical negotiations in the ordering process, with Liu Junfeng as the company's representative, reviewed all design drawings and technical specifications of the new ship, calculated horsepower, selected models, and redrawn waterline diagrams, cross-section diagrams, and hull plate layout diagrams. Responsible for supervising the construction for three years, and finally completed the construction of the new ship. During this period, a large number of old ships were also purchased for Minsheng Company in the United States. Liu Junfeng was responsible for designing and converting them into cargo ships, oil tankers, tugboats and barges suitable for use in China, which greatly enhanced Minsheng's transportation capabilities. At that time, after eight years of the Anti-Japanese War and three years of civil war, the national economy was very difficult and the industry was ruined, not to mention its own shipbuilding industry. Minsheng Company s shipbuilding abroad was more advanced in design, complete in information, and gained a lot in technology. It sets a precedent for the introduction of foreign advanced technology and the cultivation of technical strength for the Chinese transportation sector and the shipbuilding industry. Junfeng Liu has made major contributions in this regard.

After returning to China in early 1949, he immediately participated in the repainting design drawings and supervision of the construction of 3 "xia" tugboats in the China Shipyard by Minsheng Company, and was completed in 1950. He has made the following new improvements in technology: (1) there is a pressure hot and cold water tank in the cabin to automatically draw water to each room; (2) the steering gear is replaced by a transmission rod instead of a rudder chain; (3) a steam engine is used coal ash. In the same year, he used the remaining steel loan to make 500 tons of steel barges, which were designed and drafted by him in the spring of 1951. He also converted unused U.S.-made barges and No. 22 barges into useful No. 3 barges and boom hoists in past few years, continued to strengthen the strength of Minsheng Company, and achieved unprecedented results, becoming a public-private partnership in the shipping industry Backbone enterprises. And the technical standards for new ships built by various shipping units have not exceeded those of Minsheng Company. In short, Liu Junfeng has been engaged in practical technical work for fifteen years before and after the Minsheng Company. He is in charge of the overall situation and is hands-on. It can be described as thorny, and he has paid a lot of labor for my young and modern shipping industry.

Liu Junfeng Yangtze River

The Yangtze River is the world's third largest river. It has been used by Chinese people of all ethnic groups since ancient times. However, due to the lagging economic development of the country and the backwardness of science and technology, the gap between China's water transportation and developed countries in the world is very large. In the early days of China s liberation, only the old and low-end steam engines that were supposed to be eliminated and the US military used large and small landing boats that were unwilling to be brought back during the war. Shipping fleet of ships. Based on what he learned, Liu Junfeng devoted himself to the development of a new generation of Yangtze ship types. From the beginning of 1950 to 1951, he published three papers on "Characteristics of Yangtze River Ships", which discussed in detail the characteristics of the Yangtze River, with emphasis on the Chuanjiang River, and the characteristics of ships required for passenger and cargo transportation. Maneuverability and fastness, increase the ship's main scale and main engine horsepower, increase the rudder area, and emphasize the problem of changing draught and formation formation of towage during dry water levels to improve performance and efficiency in all aspects.

He demanded that the ships of the Yangtze River be renewed with ships designed and manufactured by the Chinese themselves. It is advocated that through ship model tests, excellent line shapes are designed to reduce resistance, and advanced technology and equipment are used as much as possible to improve the sailing performance of the ship. In 1952, he designed a 1200-horsepower single-flow steam engine and a 3,000-square-foot automatic heating boiler under his auspices. Later they were loaded on the new cargo ships and tugboats built by the Yangtze River Navigation Bureau in 1954. In 1953, he was responsible for designing the "People" and "Volkswagen" passenger and freighters. On the behalf of the Yangtze River Navigation Bureau, he designed the "People No. 1" 1,000-ton freighter, the 2001 and 2002 2,000-horsepower tugboats, and various iron barges. By the end of 1954, the above rounds had been completed. Changed the situation of Yangtze River 8-horsepower 1-ton cargo to 2-horsepower 1-ton cargo for many years. As a Yangtze River ship, the "People" passenger and freighter and "People No. 1" are represented on the ship type, and a large number of high-power tugboats and large tonnage barges such as "Shan", "Xia", and the new "Xia" are successively Appeared in batches; in terms of power, it is recommended to change the triple steam engine to a single-flow steam engine, increase the thermal area of the boiler, and create automatic coal feeding and automatic ash discharge equipment; it also uses automatic water supply equipment for daily water on the Xia tugboat. The use of hydraulic steering gears and automatic water filters, etc .; so that new ships appeared in batches in the Yangtze River waters, and initially changed the technological outlook of the Yangtze River water transport, which is inseparable from Liu Junfeng's courage to innovate and practice.

In the early 1960s, the party group of the Ministry of Communications put forward the decision to develop mountain rivers such as the Jinsha River in the upper reaches of the Yangtze River. In order to reduce the workload of river channel regulation in the Jinsha River and other rivers, and to study the technical issues of shallow water rapids ships, Liu Junfeng specifically instructed the technical staff of the Ship Design Institute to design Jinsha River tugboat, Wujiang motor barge, etc. belong to the type of shallow water rapids, and published a paper on "resistance and advancement of shallow water rapids ships" in the "China Shipbuilding" magazine, creating another new type of Chinese shallow water rapids ships in the Yangtze River system. . Since then, the entire Yangtze River water system has a unique series of ships formed due to the different water potential of the voyage section.

Liu Junfeng Transportation System

The state's water transportation capacity has gradually expanded, from inland rivers to the coast, and even to the ocean. From North Coal South Transport, Sichuan Grain Export Transport, the Yangtze River Branch and the North-South Navigation through the coast, the two North-South shipping bureaus and the Yangtze River Shipping Bureau have played a major role, and the tonnage of ships has risen sharply. Since the 1960s, the country has developed ocean shipping business. In order to ensure the normal operation of so many fleets, the Ministry of Communications must establish its own shipbuilding base and strength. Therefore, on the basis of the original China Merchants Bureau and local shipyards, the Ministry of Transport established the Water Transport Industry Bureau to actively plan to build shipbuilding and repairing factories in coastal ports and along the Yangtze River. New plants in Beihai, Shanhaiguan, Chengxi, Wenchong, and supporting plants in Zhenjiang, Yixian and other places. Liu Junfeng is the chief engineer of the Water Transport Industry Bureau, and he has actively participated in leading the matter. He has extensively collected construction data from shipyards around the world and personally drafted it into a book. Unfortunately, he failed to complete it due to illness. However, he has over 30 seats for the transportation system. The construction of the shipyard has made a great contribution.

Liu Junfeng Theory and Practice

Liu Junfeng is a forerunner of China's shipbuilding industry. In the early years, he has set up a submarine to enhance his national ambitions. Later, although he was unable to participate in the construction of the navy, he still made an indelible contribution to the construction of the water transport fleet. He studied rigorously throughout his life, deliberately studied technology for a long time, and accumulated experience. He has extensively collected books on new technologies in shipbuilding and turbines, including Soviet books after the liberation. He persisted in reading for several hours every day to try to maintain his technological advancement. The most valuable thing is his practical spirit. He has the courage to apply the learned theory to practical work. He is full of determination and creativity. He usually hates to talk on paper, and he hates the kind of behavior that talks and talks without action. When the Chinese shipbuilding industry was still very weak in the 1940s and 1950s, he successively completed the design and manufacture of a group of Yangtze River freighters, passenger and freighters and tugboats, and made achievements for a few people in China at that time that could be put into practice. One of the forerunners.

In the 1950s, all the Soviet experts instructed the trend. Liu Junfeng always believed that technical issues must be self-thinking, tested by practice, and accepted by reasonable opinions. Unreasonable ones cannot be disobeyed because of political considerations. At that time, in order to design the Yangtze River barge line, he and the Soviet experts had different opinions. Based on his years of experience with the Sichuan River, he finally designed a successful Yangtze River barge. Later, when reviewing the passenger and cargo lines of the Hanyu Line and the 5000-ton dry cargo ship along the coast, he respected the opinions of Soviet experts to change the line type, and readily agreed to adopt it. The ship model test confirmed that the drag could be reduced. It can be seen that he always holds a realistic attitude towards technical issues.

In 1960, China launched a number of technical movements such as ultrasonics, diesel water seepage, and gas boilers. Because it was in response to the party's call, he expressed support. Although he also felt a bit unscientific and had doubts, he didn't insist on opposing it, which caused waste. He has since self-examined many times afterwards. In June 1960, the hydrofoil ship ordered by the Yangtze River Shipping Bureau was identified and accepted at the Wuhu Shipyard, which was not very successful, but it has begun the development of hydrofoil ships in China. In August of the same year, a 5-ton gantry crane was accepted at the Shanghai Port Machinery Plant, which was designed under the guidance of Soviet experts. Due to insufficient rigidity, the boom broke. Although many units have been completed, they have to be stopped. In March 1961, in Xingang Shipyard Acceptance of grain suction machine; In May, hosted the light-duty trial of "Yuejin" in Dalian; in June 1962, the pilot of the Shenyu section of the Yangtze River "Kunlun"; in October, he hosted the heavy-duty trial of "Yuejin" in the Shenshen section; "1.1963 He presided over the appraisal of trial-manufactured anchor chains at Xinhe Shipyard in August; he oversaw the appraisal of the "Democratic No. 1" ship at Xingang Works in August. All such work is carried out under the direct auspices or leadership of Liu Junfeng. There are successes and failures. He has the courage to take responsibility, and strives to learn lessons to achieve the final goal.

At the fourth meeting of the third session of the Chinese People's Congress in 1964, as the representative of the National People's Congress, the chief engineer of the Water Transport Bureau of the Ministry of Communications, and the director of the China Shipbuilding Engineering Society, he proposed a proposal to introduce the Swiss Sulzer RD series low-speed diesel engine manufacturing patent , And adopted by the then Ministry of Communications and the Ministry of the Sixth Machine. Later, due to the flood of "extremely left" ideological trends in the Cultural Revolution, this correct proposal was repeatedly criticized as "respecting the foreign countries" and "strait-bearing doctrine." Liu Junfeng underwent great pressure and humiliation, but history finally proved his proposal. is correct.

Liu Junfeng is bright, straightforward, candid, loves and hates, and speaks bluntly, never concealing his point of view. At the beginning of the Cultural Revolution, because of his technical authority, he was the first to be criticized and shocked by the Ministry of Communications. However, he always insists on a realistic attitude, does not distort the facts due to external pressure, acknowledges and checks his mistakes and shortcomings in technical work, but never exaggerates in order to pass the border.

On May 6, 1977, he suffered a sudden cerebral hemorrhage at the job and was paralyzed. Since then lying in bed. Until his death on June 26, 1984, it lasted for seven years. His health was good and bad, and his mental pain was very painful. However, he still insisted on reading newspapers and studying, and always cared about the future of the country's economic construction and the development of transportation. . His fruitful life left an example for future generations to learn from.

Resume of Liu Junfeng

Born in Jingxian, Hebei Province on November 25, 1906.

In 1929, he graduated from the Mechanical Department of Tianjin Beiyang University.

From 1930 to 1935, he was a faculty member at Tianjin Beiyang University.

From 1935 to 1937, he studied at the Shipbuilding Department of Armstrong College, Durham University, England, and obtained a master's degree.

From 1937 to 1938, he specialized in submarine at Danze University, Germany.

From 1938 to 1939, he was a professor at Northwestern Polytechnical Institute, Chenggu, Shaanxi.

From 1939 to 1955, he served as deputy chief engineer, chief engineer and deputy general manager of Minsheng Industrial Company.

From 1949 to 1952, he was a professor at Shanghai Tongji University and Jiaotong University.

From 1955 to 1977, he served as the Deputy Director of the General Administration of Shipping, Haihe General Administration, General Administration of Water Transport, Technology Bureau, Water Transportation Industry Bureau, Marine Bureau, Chief Engineer, and Deputy President of Ship Design Institute.

He died of illness in Beijing on June 26, 1984.

Liu Junfeng's main works

1 Liu Junfeng. Special shallow water tug. Engineering, 1943.

2 Liu Junfeng. Characteristics of Yangtze River ships. China Shipbuilding, 195.3, (4).

3 Liu Junfeng. On the characteristics of the Yangtze River steamship. China Shipbuilding, 1950.12, (6).

4 Liu Junfeng. On the characteristics of the Yangtze River steamship. China Shipbuilding, 1951.3.

5 Liu Junfeng. An example of modern steam turbine design. China Shipbuilding, 1952. 12-19953. (11 ~ 13).

6 Liu Junfeng. Discussion on the rudder and steering gear of "People" wheel. China Shipbuilding, 195.5, (23).

7 Liu Junfeng. Comparison of water jet propulsion and propeller propeller. China Shipbuilding, 199.3, (40).

8 Liu Junfeng. Resistance and propulsion of shallow water jet ships. China Shipbuilding, 1963.10, (52).

9 Liu Junfeng. Hydrofoil ship design. Beijing: People's Communications Press, 1964.