After 7 years of preparation and more than 7 years of construction, today, another super project in the Guangdong-Hong Kong-Macao Greater Bay Area, the Shenzhen-Zhongshan Corridor, was officially opened for trial operation. General Secretary Xi Jinping pointed out in his congratulatory letter that the Shenzhen-Zhongshan Corridor is another super-large transportation project built in the Guangdong-Hong Kong-Macao Greater Bay Area after the Hong Kong-Zhuhai-Macao Bridge. It has overcome a number of world-class technical problems and set a number of world records. All participants completed the project tasks with high quality through hard work, perseverance and high quality. This fully proves that Chinese-style modernization is achieved through hard work, and great undertakings are achieved through hard work. As one of the most difficult cross-sea cluster projects to be comprehensively constructed in the world today, what innovations and breakthroughs have been achieved during the construction process of the Shenzhen-Zhongshan Corridor?
This afternoon, at the east entrance of Shenzhen-Zhong Passage, drivers lined up early. At 15:00, the Shenzhen-Zhongshan Channel officially opened. From then on, there was the most convenient super channel between Zhongshan and Shenzhen.
Viewed from the air, the main traffic skeleton of the Pearl River Estuary is in the shape of an "A". Although the straight-line distance between Zhongshan and Shenzhen is only more than 20 kilometers, it has always been necessary to go from Zhongshan on the west bank of the Pearl River to Shenzhen on the east bank by detouring from the top of the "A" shape, and the drive takes 2 hours. After the Shenzhen-Zhongshan Channel is opened to traffic, the key "one horizontal" will be added to the "A"-shaped main traffic skeleton. It means that it only takes less than 30 minutes to get from Zhongshan to Shenzhen.
As one of the core projects in the construction of the Guangdong-Hong Kong-Macao Greater Bay Area, the Shenzhen-Zhongshan Channel integrates bridges, islands, tunnels and underwater interconnections. It has a total length of about 24 kilometers, about 30 kilometers from the Humen Bridge in the north and the Hong Kong-Zhuhai-Macao Bridge in the south. About 31 kilometers. Starting from Zhongshan City in the west and heading east across the Lingdingyang Sea, there are Zhongshan Bridge, Shenzhong Bridge, West Artificial Island, Shenzhong Tunnel, and East Artificial Island Underwater Interchange Hub. The Guangdong-Hong Kong-Macao Greater Bay Area is one of the areas with the most intensive logistics exchanges in the world, with billions of tons of goods flowing here every year. However, transportation at the Pearl River Estuary has always been poor, which has restricted the coordinated and integrated development of both sides of the Pearl River.
Deputy General Manager of Guangdong Communications Group Zhi Yufeng: With the social and economic development on both sides of the Pearl River, the traffic of the Humen Bridge and Nansha Bridge in the north has been saturated or tends to be saturated, and there is an urgent need to build a new channel across the Pearl River.
Shenzhen-Zhongshan Channel is a two-way eight-lane road with a design speed of 100 kilometers per hour and a design service life of 100 years. The Hong Kong-Zhuhai-Macao Bridge, which opened 6 years ago, is hailed as one of the seven engineering wonders of the modern world. The Shenzhen-Zhongshan Channel is not only two lanes wider than the Hong Kong-Zhuhai-Macao Bridge, but it is also located in the inner Lingdingyang Sea and is affected by shipping, flood control, airport aviation. Restricted by multiple factors such as height restrictions, marine environment, and navigation safety, the construction environment is more complex and extremely challenging. After seven years of demonstration, the design plan of "East Tunnel and West Bridge" was finally adopted for the Shenzhen-Zhongshan Tunnel.
Wang Kangchen, Chairman of Guangdong Highway Construction Co., Ltd.: Shenzhen-Zhongshan Channel is on the east bank of the Pearl River, located near the Shenzhen Airport. The project construction faces aviation height restrictions. It is also located downstream of Nansha Port. There are two sea channels in this area. The project construction must also meet the needs of navigation, so when there is limited height above and navigation below, the undersea tunnel is the best choice. The tunnel cannot be too long. The longer the tunnel, the greater the construction and operational risks. Therefore, when crossing the Lingding Channel to the west, the only option is the bridge option. This is the rationale for choosing the "East Tunnel and West Bridge" for the project.
The Shenzhen-Zhongshan Channel is known as the most difficult cross-sea cluster project in the world to comprehensively construct. Among them, the biggest challenge is to build the world's first two-way eight-lane undersea tunnel. Compared with the six-lane submarine immersed tunnel of the Hong Kong-Zhuhai-Macao Bridge, due to the increased width, the tunnel is more prone to bending, deformation and even damage. It is difficult to meet the requirements of crack control and seepage control using traditional reinforced concrete structures. The Shenzhen-Zhongshan Tunnel Construction Team decided A steel shell concrete structure scheme with large load-bearing capacity and good anti-seepage performance is adopted. However, a steel shell concrete immersed tube tunnel has never been built in China before, and the entire industry chain has no corresponding engineering experience. In order to learn from experience, the construction team once thought of observing a foreign steel shell concrete immersed tunnel that was under construction at the time. But the other party did not allow taking pictures and could only watch from a distance 200 meters away from the scene.
Song Shenyou, Director and Chief Engineer of the Shenzhen-Zhongshan Channel Management Center of Guangdong Communications Group: We were deeply touched after came back. At that time, the entire team set a goal. We must make full use of the advantages of the new domestic national system, be self-reliant in science and technology, and through our own The "industry-university-research-application" joint research mechanism must conquer the complete set of technologies for the design and construction of steel shell concrete immersed tube tunnels.
After four years of hard work, the engineering construction team established the calculation theory and design method for steel-shell concrete immersed tube tunnels, innovated materials and processes, developed core equipment, and finally successfully overcome a series of "stuck neck" technical problems and formed It has developed a complete set of technologies and Chinese standards for the construction of steel-shell concrete immersed tube tunnels with independent intellectual property rights, filling the gap in the entire domestic industrial chain. Using a steel shell means that the engineering construction team must first solve the problem of seawater corrosion to ensure that the steel shell can be used on the seabed for 100 years.
Wu Xudong, deputy general manager of the first branch of Poly Changda Engineering Co., Ltd.: From the very beginning, the design team considered using three measures to ensure its durability. The first is that when designing the steel shell structure, the thickness of the steel shell reserves additional corrosion thickness. The second is that marine glass flake paint is used on the inner and outer surfaces of the steel shell, especially where the outer surface contacts seawater. The heavy anti-corrosion coating process puts a protective cover on it. Finally, the anti-corrosion zinc block of the sacrificial anode is attached to the surface of the steel shell. When the surface of the steel shell encounters seawater, the zinc block will be actively consumed. Corrodes the zinc block, thus ensuring the durability of the steel shell itself.
The deep-medium channel submarine immersed tube tunnel is about 5,035 meters long and consists of 32 immersed tube sections and one final joint. It is currently the longest, widest and most difficult steel-shell concrete submarine immersed tube tunnel in the world. There are more than 2,200 sealed compartments inside each immersed tube, which requires extremely high pouring accuracy, and the pouring process is basically irreversible. This is a worldwide problem. It takes about seven or eight months to manufacture an immersed tube like this according to traditional construction techniques. However, in order to ensure the construction period, the builders of the Shenzhen-Zhongshan Channel only used one month. The secret is that they independently developed and manufactured the world's first intelligent pouring equipment, which greatly improved the efficiency and quality of immersed tube prefabrication.
Song Shenyou, Director and Chief Engineer of the Shenzhen-Zhongshan Channel Management Center of Guangdong Communications Group: A standard pipe section is 165 meters long, 46 meters wide, and 10.6 meters high. It has a displacement of 80,000 tons and needs to be filled with 29,000 square meters of concrete. We use 8 intelligent The pouring robot finally achieved the goal of high-quality prefabrication of one section in the shortest 29 days, and after testing, the filling pass rate was close to 99.95%, reaching the best level in the world.
Each section of the standard immersed tube in the deep and medium-passage submarine tunnel weighs 80,000 tons, which is equivalent to an aircraft carrier. It is necessary to install such a giant to the seabed at a depth of nearly 40 meters. Under the water pressure of 190,000 tons and complex Under windy and current conditions, one-time accurate installation is no different than threading needles and embroidery on the seabed. This is also a world-class problem. The Shenzhen-Zhongshan Channel construction team specially designed and developed the world's first integrated immersed tube, floating and installation ship. The 20,000-ton integrated ship steadily held the 80,000-ton pipe section and slowly floated it to the designated sea area for sinking. The integrated ship is equipped with the Beidou satellite navigation system and 158 sensors, which can provide precise positioning data required for the floating and sinking docking of pipe sections in real time.
Wu Fengliang, deputy general manager of CCCC First Navigation Engineering Bureau Co., Ltd.: At the same time, we cooperated with Shenzhen University to carry out underwater deformation monitoring of the immersed tube, and used the monitoring data to correct the measurement and control system, further improving the installation accuracy.
Song Shenyou, Director and Chief Engineer of the Shenzhen-Zhongshan Channel Management Center of Guangdong Communications Group: Finally, for the first time in the world, we achieved the installation accuracy of large-scale pipe sections offshore, breaking through from centimeter level to millimeter level.
Shenzhen-Zhong Bridge is the world’s largest-span steel box girder suspension bridge in the sea. It adopts the world’s largest-span fully offshore suspension bridge plan with a main span of 1,666 meters. The bridge deck is 91 meters above sea level, which is equivalent to a height of 30 stories. The design The clear navigation height reaches 76.5 meters.
Wang Kangchen, Chairman of Guangdong Provincial Highway Construction Co., Ltd.: Currently, the navigation clearance control of all canals and straits in the world is 68 meters. We chose 76.5 meters to meet the requirements of all navigation ships in the world.
Song Shenyou, Director and Chief Engineer of the Shenzhen-Zhongshan Channel Management Center of Guangdong Communications Group: The second is to leave enough room for the future development of large-scale ships. We must meet the needs of future shipping development.
Huang Chengzao, Deputy Director of the Guangdong Provincial Department of Transportation: The Shenzhen-Zhongshan Tunnel Project has significantly improved the comprehensive construction level and international influence of my country's transportation infrastructure. It is a benchmark for scientific and technological innovation in the field of transportation and a milestone towards becoming a powerful country in transportation and science and technology. One of the projects.
When driving through the Shenzhen-Zhongshan Channel, people will not only marvel at this new construction engineering miracle, but also experience the advanced emergency avoidance facilities and smart traffic control systems of the Shenzhen-Zhongshan Channel. The wind tower, an important facility in the "breathing system" of the undersea tunnel, has a total height of 55 meters, making it the tallest building on the entire West Artificial Island.
Zhu Dingtao, engineer of the Traffic Engineering Department of the Shenzhen-Zhong Passage Management Center of Guangdong Communications Group: The wind tower is the breathing system of the entire tunnel. It is located near the tunnel entrance and exit. It mainly cooperates with the axial flow fan to discharge the exhaust gas outside the tunnel in case of fire in the tunnel. , and can also quickly discharge the smoke in the immersed tube out of the tunnel.
In addition to the wind tower, there is also a central pipe gallery built in the middle of the two-way lanes of the deep and middle channel submarine tunnel. It gathers facilities such as power supply, water supply and drainage, fire protection, communications and intelligent control. It is the "nerve center" of the entire tunnel. At the same time, it is also an important channel for emergency escape. In an emergency, people can escape through the central pipe gallery to the opposite lane. The tunnel is also equipped with 14 intelligent inspection robots that shuttle back and forth to collect status information on the environment and equipment and facilities in the tunnel in real time.
In the command hall of the Shenzhen-Zhongshan Channel, what is displayed on the big screen is the digital twin platform that was completed simultaneously with the Shenzhen-Zhongshan Channel. It uses accurate three-dimensional simulation modeling technology to highly restore the real physical environment such as deep and medium-sized channel bridges, islands, tunnels, and underwater interchanges at a 1:1 ratio. It can present vehicle operation conditions in real time, and has intelligent vehicle tracking and driving. Intelligent management and control functions such as behavior analysis and dangerous goods transport vehicle control.
From a geographical point of view, the Shenzhen-Zhongshan Channel is located in the geometric center of the Guangdong-Hong Kong-Macao Greater Bay Area. With the opening of the Shenzhen-Zhongshan Corridor and the "A"-shaped traffic skeleton of the Greater Bay Area taking shape, urban agglomerations on both sides of the Pearl River are actively planning ways to complement each other's advantages and integrate development.
Yin Ming, Secretary of the Party Leadership Group and Director of the Development and Reform Bureau of Zhongshan City, Guangdong Province: We cannot let the Shenzhen-Zhongshan Corridor become the Shenzhen-Zhongshan Corridor. We must allow the resources on the east coast to be used as a bridgehead in Zhongshan on the west coast so that they can be retained and developed well. , and then radiate to the entire West Coast.
Xu Yunfei, member of the Party Leadership Group of the Shenzhen Municipal Development and Reform Commission and full-time deputy director of the Shenzhen Greater Bay Area Office: The opening of the Shenzhen-Zhongshan Channel will help Shenzhen leverage its advantages in technology, brand, capital, management, and services to link up on a larger scale Lay out the innovation chain, industrial chain and supply chain, and continue to enhance the core engine functions of the Guangdong-Hong Kong-Macao Greater Bay Area. The completion of the super project of
Shenzhen-Zhongshan Corridor is behind the overcoming difficulties and wisdom and dedication of hundreds of participating units and more than 15,000 builders.The next step is to properly manage the Shenzhen-Zhongshan Corridor to ensure safe, smooth, comfortable and smart operation, give full play to the pioneering role of traffic, promote the integrated development of the east and west sides of the Pearl River Estuary, and build the Guangdong-Hong Kong-Macao Greater Bay Area into a new development pattern It provides better service guarantees as a strategic pivot, a demonstration site for high-quality development, and a leader in Chinese-style modernization.
editor丨Qu Guixiang Wei Xing Wu Meimiao Zhao Jing Qin Qianming He Junru
videography丨Zhao Chen Deng Yuda Chen Jiexiong Wen Jialiang Huang Weizhe Chen Hengjie Chen Zixing Yang Guandong
editing丨Miao Jialiang
planning丨Yu Renshan
