Panjiang Bridge

　　The Panjiang Iron Bridge, or iron chain bridge, widely known as the "Lock and Key of Yunnan and Guizhou," is located in the Beipan River Valley, 25 kilometers east of the county seat. Prior to the early years of the Chongzhen era in the Ming Dynasty (1691), there was no bridge, and crossings were made by ferry using old flatboats. In the first year of the Chongzhen era (1628), Zhu Jiamin, the Deputy Military Commissioner of Guizhou (originally from Qujing, Yunnan, later promoted to Provincial Administration Commissioner of Guizhou), modeled after the iron chain bridge over the Lancang River in Yunnan, initiated the construction of the Panjiang Iron Chain Bridge. It took three years to complete. The original iron bridge was formed with 33 iron chains making up the main body, anchored at both ends into the rocks. The bridge deck consisted of 24 parallel iron chains, laid with wooden planks, and flanked on both sides by six iron chains each serving as railings—creating a truly spectacular sight. However, due to repeated warfare and battles for control, the bridge was often set on fire during conflicts. Successive dynasties carried out multiple reinforcement efforts. In the 23rd year of the Kangxi reign (1684), an inspection station was added, and soldiers were stationed to guard the bridge. By the 50th year of Kangxi (1711), the iron chain bridge was rebuilt, and protective towers (also called Bell and Drum Towers) were expanded on both the east and west banks to control the opening and closing of the bridge. According to local elders Mu Zhiqiang and Wu Xianchao, in March 1938 (the 27th year of the Republic of China), while French engineers were repairing the bridge, they assisted by cooking and helping lay the wooden planks. When the bridge was just one plank short of completion between the two banks, all the iron chain joints snapped simultaneously, causing the entire bridge deck to fall and hang sideways from the eastern bank abutment. This tragic accident resulted in 13 deaths and 17 serious injuries, including the death of engineer Lin, who was buried on the hillside of the western bank, with a memorial stele erected in his honor. Construction resumed the same month, and the bridge reopened to traffic in May of the following year. The ceremony was presided over by Ye Jiyuan, Director of the Guizhou Provincial Construction Department.

　　Between 1939 and 1940 (the 28th to 29th years of the Republic of China), Japanese aircraft repeatedly bombed the bridge, damaging three iron chains. As a result, it was reconstructed as a steel truss suspension bridge. The bridge is 85.5 meters long, with a clear width of 4.9 meters and a height of 25 meters. It has three spans, with clear widths of 6 meters, 38.4 meters, and 5.7 meters respectively. To protect the Panjiang Iron Bridge and ensure the smooth transportation of supplies both domestically and internationally, the former National Revolutionary Army deployed four German-made 2 cm anti-aircraft guns with a range of 2,000 meters on the hilltops around Banpantang on the western bank. A military police squad was assigned to guard the bridge deck under strict security measures. In the spring of 1940, as the Japanese intensified their invasion of China and launched large-scale bombings targeting China’s strategic rear areas—aimed at cutting off the supply lines for the Chinese Expeditionary Force in Burma and for Allied aid to China—on May 14, 18 Japanese planes flew from Baise, Guangxi, to Panjiang Bridge. They dropped bombs in seven raids, using 165 high-explosive bombs and 2 incendiary bombs. Due to the bridge’s well-concealed location, the Japanese planes failed to locate a weak point and none of the bombs hit the structure, though one nearby house was destroyed. In the early summer of 1941, Japan brazenly launched the Pacific War. To secure a land route from Japan through China to Southeast Asia, they intensified bombing of Panjiang Bridge. From June 1 to 8, Japanese aircraft conducted four bombing raids involving 36 planes. On June 8, nine Japanese planes approached from Guangxi via Yunnan, assembled over Panjiang Bridge, and flew in formation at an altitude of 2,000 meters before diving in a low-altitude approach from 6 km upstream at Dapanjiang into the river valley to strike the bridge. Evading the anti-aircraft defenses at Banpantang and with the bridge’s defensive machine gun unit unable to respond effectively, the Japanese planes dropped nine 300–500 pound high-explosive bombs, completely destroying the bridge and its foundations. The attacking planes then retreated along the same route. Following this, the Japanese conducted several more bombing attempts. After the iron bridge was destroyed, a pontoon bridge was temporarily erected—using three boats lined up in a row, covered with wooden planks to allow pedestrian and vehicular passage. In 1942 (the 31st year of the Republic of China), the United States sent military engineers to Panjiang to repair the bridge, constructing a chain-link suspension bridge. The surviving steel truss bridge still stands today, with piers built from stone blocks. Despite decades of sediment erosion, the structure remains solid. At both ends of the bridge, two tall, thick concrete watchtowers—remnants of the ancient Bell and Drum Towers—stand firmly. The bridge deck is supported by 19 steel trusses, topped with 128 wooden planks about 20 cm thick, and covered with two additional layers of wooden boards running east-west for vehicle passage. The edges of the bridge deck are secured with two sturdy steel cables anchored to both banks. Remarkably, the steel rail beams, cable connectors, and rivets remain tightly fitted, smooth, and corrosion-free despite 60 years of exposure to wind and rain. The engineering quality is exceptionally refined—the clear span was extended by 2 meters compared to the original bridge, load capacity increased by 10 tons, and the connecting roadbeds were upgraded to dual lanes. In the same year, to strengthen defenses, the National Revolutionary Army assigned the 10th Company of the 4th Battalion of the Anti-Aircraft Artillery Regiment to take over protection duties. During my visit, I happened to meet Shu Gang, the former bridge defense company commander, who had returned to the mainland from Taiwan for a family visit. Standing by the bridge, he reflected emotionally that the original anti-aircraft artillery was positioned to target threats along the east-west axis of the bridge but proved ineffective against Japanese air attacks. After analyzing the terrain, he concluded that the steep cliffs on either side made low-altitude attacks difficult for enemy planes, which risked crashing into the rock faces. He thus redirected the artillery focus toward the river valley downstream. With reinforcements and additional anti-aircraft guns, the air defense capabilities improved significantly. Although enemy planes continued their assaults, they not only failed to hit the bridge but were also driven away, some even damaged.

　　In November 1949, the retreating 89th Army of the Nationalist Government’s 10th Army Group attempted to destroy the iron bridge but failed, managing only to damage a temporary bridge about 500 meters downstream—the piers of which still remain. After liberation, in 1950, the 2nd Company of the 145th Regiment of the 49th Division of the 17th Army of the People’s Liberation Army (commanded by Zhang Chengli) was stationed to guard Panjiang Bridge. In 1951, 1954, and 1959, the state allocated special funds for repairs and reinforcement. During the Self-Defense Counterattack War in 1979, the Panjiang Iron Bridge was designated a military stronghold and underwent another round of maintenance and reinforcement to remain operational. Each repair and reinforcement effort preserved the structure as it was following the U.S. repairs.

　　In 1971, a new reinforced concrete wide-flange double-curved arch bridge, 124.4 meters long with a clear width of 7+2+1 meters and a height of 26 meters, was constructed 1 kilometer upstream from the steel bridge. It was completed and opened to traffic in 1974. The original iron chain bridge was closed to traffic and is now listed as a key cultural relic protected at the county level.

　　By Panjiang Bridge, towering cliffs rise steeply, creating a majestic atmosphere. The two bridges, like flying rainbows and coiled dragons, span the river, hugging the rocky banks. Standing at the steel truss bridgehead and looking upstream, you can see the river surging forth from the narrow gorge, churning with silver waves and echoing roars—"Majestic peaks don’t let wild geese fly beyond the sky, but the roaring waves often sound like thunder from the earth." The Panjiang Bridge river valley enjoys a pleasant climate. In spring and summer, willows sway in the breeze, trees display a riot of colors, green shades cover the area, and sugarcane groves thrive. In golden autumn, yellow flowers bloom vibrantly on both banks. Even in the depths of winter, the weather remains mild, like spring. On the stone cliffs of the ancient iron chain bridge ruins, numerous cliff inscriptions and carvings left by past generations can be found. On the western bank cliff is the image of Zhu Jiamin, the bridge builder clad in official robes, as well as a statue of the legendary Iron-Crutch Li, said to have magically constructed bridges. The divine figure of Iron-Crutch Li is surrounded by incense burners year-round. Xu Xiake, the famous traveler, once expressed deep admiration for the Panjiang Iron Bridge when he visited the region.