10 On June 24th, this friend officially opened the Hong Kong-Zhuhai-Macao Bridge, a "super project" that lasted for eight years, which means that the long-awaited "one-hour life circle" of Hong Kong-Zhuhai-Macao has officially moved from ideal to reality.
Zhao Yining, the chief reporter of "265438+20th Century Business Herald", interviewed Meng Fanchao, who was in charge of the main project design of the Hong Kong-Zhuhai-Macao Bridge on October 20, and talked about the "past lives" for the construction of the Hong Kong-Zhuhai-Macao Bridge. The interview was included in Zhao Yining's book "Great Power Project", and Observer Network has been authorized to reprint it.
1. Lingdingyang Bridge shelved, Hong Kong-Zhuhai-Macao Bridge continued to dream.
Zhao Yining: As far as I know, I have considered building the Lingdingyang Bridge project before. This project does not need to build subsea tunnels and artificial islands. The estimated total investment in that year was only 65.438+0.34 billion yuan, which was more economical than the investment of 65.438+0.65438+0 billion yuan of the Hong Kong-Zhuhai-Macao Bridge under construction. What caused the Lingdingyang Bridge project not to be launched?
Meng Fanchao: 1983, Hong Kong entrepreneur Mr. Hu first proposed to build a sea-crossing bridge connecting Hong Kong, Zhuhai and Macao. 1987 Zhuhai municipal party Committee and municipal government began planning to open the Zhuhai-Hong Kong cross-sea passage, 1997 Lingdingyang Bridge was approved by the State Council. Lingdingyang Bridge starts from Tuen Mun, Hong Kong in the east and connects with Jinding Town, Zhuhai in the west. The total length of the bridge is 27 kilometers, and the bridge deck has six lanes in both directions.
There are two reasons for putting the project on hold: First, the funds are not enough, and the total dynamic investment is about 654.38+066 billion yuan, which was a lot of money at that time. Second, at that time, Hong Kong, Macao and Zhuhai had not fully achieved the goal of building a bridge. As far as I know, Macao was positive at that time. In 2002, the government of the Hong Kong Special Administrative Region proposed to the central government to build the Hong Kong-Zhuhai-Macao Bridge.
Zhao Yining: You mean that Hong Kong gave up this project because it was not active in the construction of Lingdingyang Bridge? Why is Hong Kong keen on building the Hong Kong-Zhuhai-Macao Bridge?
Meng Fanchao: I didn't give up. The project approval of Lingdingyang Bridge still exists. I think it is only a matter of time before this project is restarted. We should look at the Hong Kong-Zhuhai-Macao Bridge in this way. It is a new choice to build multiple sea passages in Lingdingyang sea area. It is precisely because the Hong Kong-Zhuhai-Macao Bridge can better mobilize the enthusiasm of the three parties, so it ranks high.
Zhao Yining: Why didn't a more economical plan come into being?
Meng Fanchao: The comprehensive function of the Hong Kong-Zhuhai-Macao Bridge is better than that of the Lingdingyang Bridge, especially in promoting the social and economic development of Guangdong, Hong Kong and Macao.
First of all, from the perspective of Hong Kong, the starting point of Lingdingyang Bridge is in Tuen Mun, Hong Kong, and its layout determines that the radiation effect of the bridge on the whole of Hong Kong is relatively weak. Lantau Island is the starting point of the Hong Kong-Zhuhai-Macao Bridge and the location of the Hong Kong International Airport and logistics hub. To the west of Lantau Island, the Hong Kong Special Administrative Region Government plans to build a deep-water container port. The economic layout of the Hong Kong-Zhuhai-Macao Bridge is more reasonable and can play a stronger radiation role, so Hong Kong is more enthusiastic about the Hong Kong-Zhuhai-Macao Bridge. This is why the Hong Kong-Zhuhai-Macao Bridge project was chosen first.
Secondly, as far as Zhuhai is concerned, the Hong Kong-Zhuhai-Macao Bridge can better connect the road network of Macao, Zhuhai and our national Beijing-Hong Kong-Macao Expressway, while the Lingdingyang Bridge can only connect the expressway from Guangzhou to Zhuhai. Judging from the long-term planning of Zhuhai, there is not much room for development.
Finally, for Macao, the landing point on the west side of the Hong Kong-Zhuhai-Macao Bridge is relatively close to Macao, taking into account the development needs of Macao and Zhuhai, so Macao is very enthusiastic. All these factors make the Hong Kong-Zhuhai-Macao Bridge project quickly become tripartite knowledge.
Two. Tripartite financing for the construction of Hong Kong-Zhuhai-Macao Bridge
Zhao Yining: Can you tell us something about the financing of the Hong Kong-Zhuhai-Macao Bridge project?
Meng Fanchao: According to the financing plan in the feasibility study of the Hong Kong-Zhuhai-Macao Bridge project, the total investment of the main project of Haizhong Bridge and Tunnel is 38.57 billion yuan. According to the understanding reached by Guangdong, Hong Kong and Macao, the main project of the bridge and tunnel will be fully financed by the government, and the other part of the funds will be solved by the project management organization established by the three parties through loans. After the bridge is completed, the loan will be repaid by charging. The governments of the three places are responsible for the investment of ports and connecting lines respectively. Construction funds other than the capital of the main bridge and tunnel project are guaranteed by the governments of the three places, all in the form of bank loans (including construction funds and negative cash flow during operation).
Zhao Yining: What is the proportion of the cost shared by Hong Kong, Macao and Guangdong in the total investment of the main bridge and tunnel project?
Meng Fanchao: In the total investment of the main bridge and tunnel project, the costs shared by Hong Kong, Macau and Guangdong account for 50.2%, 14.7% and 35. 1% respectively. This ratio more accurately reflects the economic benefits and expenses of Hong Kong, Macao and the mainland in the main project of the sea bridge and tunnel, which need to be shared by the three parties. From the conclusion of economic benefit analysis of Hong Kong, Macao and the Mainland, the economic benefits of the three parties are greater than the current social discount rate of their respective investments, and they all have strong economic risk resistance.
Hong Kong-Zhuhai-Macao Bridge (data map/vision china)
Zhao Yining: I learned from the project department that the cost of the bridge exceeded the budget and there was a gap in the funds for the island tunnel project. At present, 60 billion is needed. If the cost of the connecting bridge built by the three governments is added, the investment of the whole project will be nearly 65.438+06.5438+00 billion yuan. What caused the budget overrun?
Meng Fanchao: At the feasibility study stage, it is estimated that the island tunnel project needs to invest more than 38 billion yuan. After the final completion, the final accounts of the project may change. The reasons for exceeding the budget are the changes of construction conditions, construction scheme, construction period, price fluctuation and financial policy.
The Hong Kong-Zhuhai-Macao Bridge is a super project of cross-sea cluster integrating bridge, island and tunnel, and is recognized as one of the most technically difficult bridges in the world. The total length of the bridge is 55 kilometers, of which the main project of the bridge and tunnel is 30 kilometers long and the cross-harbour tunnel is 5664 meters long. The submarine tunnel of Hong Kong-Zhuhai-Macao Bridge is the largest submarine immersed tunnel in the world at present, and there are many technical difficulties to be broken, such as key technologies to be tested. After the completion of the project, there will be strict cost audit certification, but the core of the audit is in the spirit of seeking truth from facts.
In fact, almost none of the super projects built in western countries have the same budget, such as the Sydney Opera House. The project is not big, but the cost is several times the budget. The cost of the British-French cross-harbour tunnel is also more than twice the estimated cost. In my opinion, this money will never be wasted. The technology accumulated in the construction of the Hong Kong-Zhuhai-Macao Bridge has laid a foundation for China to build other subsea tunnels in the future, and enhanced the strength of China's offshore engineering to "go global".
Zhao Yining: The Hong Kong-Zhuhai-Macao Bridge has not adopted BOT (Build-Operate-Transfer) mode. Because there are less than 40,000 vehicles with dual license plates in Guangdong and Hong Kong, and even fewer vehicles with dual license plates in the Mainland, it seems that this bridge was built specifically for Hong Kong. Why build a bridge that is only beneficial to Hong Kong people?
Meng Fanchao: It can't be understood like this. Although it was Hong Kong that first proposed the Hong Kong-Zhuhai-Macao Bridge, it should be said that all three parties will benefit. This is a political project to formulate a long-term strategy for the future, create conditions for Hong Kong's sustained prosperity and stable development, and maintain the stability of "one country, two systems".
What can maintain the stability of Hong Kong? Hong Kong's economy has lost its original advantages. Hong Kong originally relied on entrepot trade in the Mainland and the financial environment supporting entrepot trade. With the rise of Shanghai Pudong, Yangtze River Delta and Bohai Economic Belt, the original advantages are basically gone. "One country, two systems" faces new challenges. The central government hopes to maintain the stability of Hong Kong and continue to create opportunities for Hong Kong businessmen to make money by investing in the Mainland. What should Shenzhen and Dongguan do when they are in the stage of industrial upgrading and their environmental capacity is close to saturation? The construction of the Hong Kong-Zhuhai-Macao Bridge to expand radiation to the west is to create conditions for Hong Kong's sustained economic prosperity.
After the completion of the Hong Kong-Zhuhai-Macao Bridge, Zhuhai will become a bridgehead, and its radiation range will extend to the back 1000 square kilometers of land, which will not only create opportunities for Hong Kong people to develop again, but also promote the development of backward areas in western Guangdong. This is a deep consideration of the national strategic layout.
Zhao Yining: What radiation effect will the Hong Kong-Zhuhai-Macao Bridge bring to the mainland?
Meng Fanchao: It should be emphasized that this project is not only built for the social and economic development of Hong Kong, but the Hong Kong-Zhuhai-Macao Bridge will certainly promote the social and economic development of the whole Pearl River Delta. At present, there is a big gap in economic development between western Guangdong and eastern Guangdong, and western Guangdong is in a state of further development. To narrow the development gap within the Pearl River Delta and realize integration, it is necessary to build a channel. Since the completion of 1997 Humen Bridge, there has been no decent waterway construction project on the Pearl River.
Three. A milestone from a bridge-building country to a bridge-building country
Zhao Yining: At that time, people in the international bridge industry were saying that the comprehensive project of the Jujia Cross-sea Bridge, Earl Strait Bridge and Marmare Cross-sea Tunnel in South Korea and the Hong Kong-Zhuhai-Macao Bridge was more difficult than these completed cross-sea bridges. What impact will the Hong Kong-Zhuhai-Macao Bridge project have on the world bridge industry?
Meng Fanchao: Once the Hong Kong-Zhuhai-Macao Bridge is completed and opened to traffic, it will be a milestone in the field of engineering technology in China and even the world. It means that China will become a powerful country from a bridge construction country or a transportation construction country, because the construction scale, technical difficulty and investment amount of the Hong Kong-Zhuhai-Macao Bridge are unprecedented.
After the completion of the project, China will train a large number of engineering talents to master the construction technology of submarine immersed tunnel, and the engineering design, construction and construction level will reach a new level. In addition, China's engineering team will go overseas. At present, the engineering teams in China have received invitations from many developing countries, and they hope to cooperate with China to meet their own traffic needs.
Zhao Yining: The Hong Kong-Zhuhai-Macao Bridge is a super project. Can you talk about the innovative technology in bridge construction?
Meng Fanchao: The construction of the Hong Kong-Zhuhai-Macao Bridge has adopted many innovative technologies and created many firsts:
This tunnel is the largest and most technically difficult offshore immersed tube tunnel in the world, and many of the most advanced construction technologies in the world have been adopted.
This artificial island is the first large-scale bridge-tunnel artificial island with complex functions built in the open sea in China. Many advanced artificial island construction technologies have been adopted in the world today. Artificial island has the functions of sightseeing and bridge maintenance, and is a remarkable symbol of the bridge.
Innovative technologies of sea-crossing bridge engineering include: research and application of diameter steel pipe composite pile, design and construction technology of fully prefabricated pier buried in bed, connection technology of prefabricated pier, research and application of prestressed thread thick steel bar with diameter of 75mm, anti-fatigue structure design technology of large cantilever steel box girder, manufacture and installation of super-large steel box girder, research and application of tensile strength 1860 MPa stay cable, bridge isolation design and vortex-induced vibration suppression technology of steel box girder.
In addition, the Qiaodao Tunnel Project will receive nearly 200 technical patents.
Zhao Yining: After this project is completed, are there any new projects?
Meng Fanchao: There will be bigger projects waiting for us, such as Taiwan Province Strait Bridge, Qiongzhou Strait Bridge and Bohai Bay Passage. According to the current national economic strength, the level of bridge-building technology and engineering materials, we are confident that the Taiwan Province Strait Cross-sea Bridge, especially the Hong Kong-Zhuhai-Macao Bridge, will be completed with a water depth of 50-60 meters.
Zhao Yining: Do you think it is possible? Building a bridge across the Taiwan Province Strait sounds like a dream.
Meng Fanchao: I think it's far and not far. With the theme of building a sea-crossing bridge across the Taiwan Province Strait, the two sides have held nine seminars. The first seminar 10 is scheduled to be held in Fuzhou in October 2014 10, when many engineers and technicians from all sides will participate. I think economy and technology are not the problems of the construction of the Taiwan Province Strait Bridge, but the trend of cross-strait relations and the opportunity to solve them.
Zhao Yining: What is the current progress of Bohai Bay Passage and Qiongzhou Strait Bridge?
Meng Fanchao: At present, relevant personnel are conducting preliminary research on these three projects in different depths. It is a matter of time to build the Bohai Bay Passage (connecting Yantai and Dalian), which is a supporting project to build the economic circle around the Bohai Sea. After the completion of the Grand Passage, the northeast of China, the Bohai Rim region and the eastern part of Russia will be more closely connected in series, and the regional economic integration will be promoted.
In addition, relevant personnel are currently compiling the Qiongzhou Strait Cross-sea Project Planning Research Report, and the cross-sea part of Qiongzhou Strait Bridge is about 26.3 kilometers long. I believe that once the Bohai Bay Passage and the Taiwan Province Strait Bridge are completed, the level of bridge construction in China will reach a new level.
Zhao Yining: You are 55 years old (20 14). If you can still work for 20 years, what do you want to see and do most?
Meng Fanchao: I have two expectations. First, as a traffic builder in China, I hope to build Bohai Bay Passage, Taiwan Province Strait Bridge and Qiongzhou Strait Bridge as soon as possible. Once these national strategic channels are completed, they will release more energy for stimulating national economic development. Secondly, the current level of national infrastructure construction has not yet reached its peak. Although we are in the advanced stage of technology, we have not reached the highest level, and there is still a lot of room for development. I hope that one day China will become a leader in the ranks of the world's transportation construction powers.