Until one day, the small print "Magic Footprints on Lingdingyang" suddenly popped up in my mind. I want to write about China people and a group of bridge builders-a group of bridge builders of the Hong Kong-Zhuhai-Macao Bridge. This impulse has become very clear and difficult to give up.
In fact, in the vast sea, who can leave "footprints" on the water?
No way! Unbelievable!
However, it is this contrast between smallness and stubbornness, vastness and broadness, and man and nature that is presented in landscape frames, which gradually reveals two more powerful words in the landscape-"terrible" from "great".
Question carefully: Hong Kong-Zhuhai-Macao Bridge, what kind of bridge is this?
Look at the introduction, it has a huge investment of 1 1000 billion, and it is the longest, longest span and deepest buried sea-crossing bridge in the world today. Listen to the name, it is to cross Hong Kong, Zhuhai and Macao. But between these three places, but across the Pearl River Estuary in the South China Sea and the vast Lingdingyang, is this bridge a dream or an illusion?
From west to east, the bridge lifted its left foot from Zhuhai, took its right foot from Macau, and then floated like a god, all the way to Hong Kong, creating a big word "human"-it is said that it is "floating" because it is 55 kilometers long. On the sea, from a height, it is a belt. Without its tail, this dragon is still a bridge 22.9 kilometers away from Zhuhai and 4 kilometers away from Macao, but it disappeared when walking. Then a 6.7-kilometer deep-sea tunnel was drilled from the tunnel and 12 km crossed to Hong Kong. So from Hong Kong, that is, from east to west, it is also a huge "Y".
This morning, in Zhuhai, during a rare interview, I walked on Binhai Avenue in the middle of Lovers Road. The sun smiled through the clouds and sprinkled golden sunlight on the sea. The statue of "fisherman's girl", which has always been gentle and virtuous in my impression, has become a bit affectionate-
Why, why do China people want to build a bridge over Lingdingyang?
What is the use and significance of this bridge after its completion?
In fact, the "bridge" is not only a bridge, but also a cluster project across the sea. It consists of three parts: bridge, island and tunnel. It is another major infrastructure project in China after the Three Gorges Project, the Qinghai-Tibet Railway and the Beijing-Shanghai high-speed railway-the high cost, great difficulty and great risk are staggering!
You don't have to go near, of course, you can say "I'm glad to see it succeed" to "my country", but I went near and went in. Full-load interview for 20 days, I don't know what is profound and extraordinary, and I don't know how the builders are treading on thin ice. 120 years of service life, thousands of people walk a tightrope! Millimeter standard!
In order to cope with this 55-kilometer problem, especially the 6.7-kilometer deep-sea tunnel, 64 major innovations have amazed the world, and nearly 600 technologies have applied for national patents. The whole project, the whole body, rocks everywhere, dangerous again and again, the last "thrombus" almost killed the bridge-dying! Several times in the interview, I was surprised to open my eyes wide, listening to designers, commanders and the most ordinary workers and masters on the construction site telling about their miserable days and nights and having no time to talk to others. I got up with a shiver from my back-why should I strive for the first place in the world, the wonder of the world and the unparalleled in the world in China?
But the interview started and the story was heard. The cold that soaked the whole body was ironed a little hot.
I know, I should write something, otherwise I will be sorry for the builder of this bridge and my heart-those long-lost feelings. ...
Hiding the "5.2 Night" of Murder
On this day, all the staff put on brand-new work clothes on the command ship "Jinan No.3" in the installation area. This kind of work clothes is embroidered with a bright "five-star red flag" on the shoulder, which complements the 33 red flags representing 33 immersed tubes on the measuring tower, causing Joel, a "sealing product designer" from the Netherlands, to ask Lin Ming, the chief commander.
Lin Ming, general manager and chief engineer of the design and construction general contracting project management department of the island tunnel project of the Hong Kong-Zhuhai-Macao Bridge (photo by CCTV Wang Zhongxin)
The 6.7-kilometer cross-harbour tunnel was completed, and in the words of ordinary people, the 55-kilometer "bridge" was completed.
But if it can't be connected and blocked there, it will be a "blood clot", which will destroy the tunnel and even the entire Hong Kong-Zhuhai-Macao Bridge!
As a myth, what will China do and fail? Does not exist in people's expectations! Sure enough, good news came from the working sea area at 10: 30 in the evening. With the completion of the docking of the last interface device in the sea, there is no water in the pipeline and no drop of water leaks out. The whole Hong Kong-Zhuhai-Macao Bridge, a huge "Big Mac" at sea, can be used as a symbol to announce to the world: "We succeeded!"
Really? No leakage, no leakage? !
No leakage, no leakage!
Great!
Leakage is the most critical indicator of tunnel success, and the whole world is no exception.
Fireworks bloomed on the Lingdingyang, and the installation ship cheered-crying, applause, tears-and the sea boiled!
Xinhua News Agency quickly sent a communication to the world:
Time: 20 17-05-02 23:52:56
Lead: At about 22: 30 on the 2nd, the final joint of the immersed tube tunnel of the Hong Kong-Zhuhai-Macao Bridge weighing 6,000 tons was hoisted and sunk by 16 hours, and finally it was successfully installed. At this point, after more than six years of continuous struggle by China traffic builders, the immersed tunnel of the Hong Kong-Zhuhai-Macao Bridge, the world's largest immersed tunnel, was successfully closed.
In order to record this glorious moment, the relevant enterprises specially designed and customized an underwater camera for China CCTV. It has many "eyes" and looks a bit like a crab-the robot "Xiao Huang". This guy not only has a wide-angle ultra-clear camera, but also has four LED lights and two halogen lamps, which can shoot at any angle underwater. At the same time, the camera installed on the drone boom also arrived in the installation sea area two days ago as the "eye of the sky", and the command ship, lifting ship and diving mother ship were also equipped with fixed camera equipment. This time, it can be said that the shape of the "final joint" is being photographed and recorded every minute in the sky, at sea and underwater-you can't fail, you can't fail, you dare not fail, and there is only one way out for people in the end-success!
"Xinhua News Agency, Guangzhou, May 2 nd" continued to report that at around 22: 30 on the 2 nd, the final joint of the immersed tube tunnel of the Hong Kong-Zhuhai-Macao Bridge weighing 6,000 tons was finally installed successfully after more than 16 hours of hoisting and sinking. At this point, after more than six years of continuous struggle by China traffic builders, the immersed tunnel of the Hong Kong-Zhuhai-Macao Bridge, the world's largest immersed tunnel, was successfully closed.
At about 5: 50 on the 2nd, with the construction instruction issued by Lin Ming, general manager of the Island Tunnel Project Department of the Hong Kong-Zhuhai-Macao Bridge, the huge main hook of the "national heavyweight" Zhenhua 30 with a lifting capacity of10.2 million tons slowly rose and turned, and finally the joint was successfully hoisted off the "Vibrating Barge 28" transport ship and hovered over the docking position. After the umbilical cord is connected, attitude adjustment, ocean conditions, control system, bed siltation, etc. After the completion, the joint finally slowly entered the water.
With the final joint sinking gradually, the water plugging area is further increased, and the velocity in Longkou area is getting bigger and bigger, which is more and more difficult to control. The decision-making group, the construction group and the support group fully cooperate to control the slow vertical sinking of the final joint. At about 10, the joint is finally submerged. At about 12, the final joint was successfully implanted in 28 meters deep sea. Subsequently, follow-up operations such as trabecular push and combined cavity drainage were completed one after another. At about 22: 30, after preliminary measurement, all indicators met the pre-control standards, and finally the assembly was successful.
The installation was successful, and it has always been successful.
This pressure! It's not swept over, it's carried on the shoulder, and it's heavier every minute!
However, is this "final joint" really installed on the seabed?
/kloc-with a service life of 0/20 years, can China people really tell the world that we have no problem at all?
Don't!
The outside world doesn't know, but builders can't deceive themselves. It is too early for us to say "successful" reports, and we have not reached all the monitoring indicators, that is to say. ...
Island Tunnel Project Owner (provided by Hong Kong-Zhuhai-Macao Bridge Island Tunnel Project)
In the middle of the night, it was actually the early morning of May 3, and the commander and project leader of the "Island Tunnel Project" of the Hong Kong-Zhuhai-Macao Bridge had just returned to the station. People relax and sleep in a good mood. After years of hard work and days of drills and preparations, everyone is too tired. Only general manager and chief engineer Lin Ming is not practical. He is expecting a call. "Why haven't they called me yet?" In the past-Lin Ming refers to the "good news phone" that connected surveyors a long time ago after each installation of immersed tubes in the past 33 sections.
What phone call is Lin Ming waiting for?
According to the design, there are four methods to measure whether the immersed tube of the tunnel can be perfectly docked on the seabed: GPS system, double-hole landing point, in-pipe penetration measurement and underwater manual check. As the last measure, that is, the last monitoring, technicians should walk or take a battery car to enter the tunnel, open the door of the "final joint" and personally check whether the installation of the "final joint" in both vertical and horizontal directions does not exceed the docking error according to the design requirements. But this call didn't come.
Lin Ming suddenly got a tingle and grabbed the phone.
"Why? Is there any mistake? " He called a specific inspector.
At first, the inspectors were a little afraid to say, "Yes, a little."
Manager Lin asked, "How much is it? What's wrong? "
Tester: "Eight or nine centimeters ... more than ten centimeters." Hesitated, listening to a little trembling, unreasonable.
"More than ten centimeters?" For such a report, s heart actually half a stone has fallen to the ground. Why do you say "half a piece"? Because the Hong Kong-Zhuhai-Macao Bridge is a 6.7-kilometer subsea tunnel, it consists of 33 immersed tubes, and its technical name is E 1 to E33. How big are these immersed tubes? The standard length is 180m, which is equivalent to the length of two football fields. It is 37.95m wide,1/0.4m high and weighs nearly 80,000 tons, which is equivalent to the size of a medium-sized aircraft carrier. Such a huge reinforced concrete "big guy" should be installed in the sea, then embedded in a 20-meter-deep groove, sinking from both ends, and looking for the east and west ends between E29 and E30. The project itself is extremely difficult. Although the length of the "final joint" is not 180m, but only 12m, its weight is 6 120t. Moreover, unlike the previous 33 immersed tubes, it is not connected with the end of the immersed tube that has been installed in the groove before, but wedged between E29 and E30, and the dark sea is deep and undercurrent. Some people describe it as a "strong wind piercing the needle" at the bottom of the sea.
Exaggeration? Not at all.
Eight or nine centimeters? More than ten centimeters Does it meet the design standards?
Mr. Lin can't sit still. He called every staff member who needed to discuss: "Quick, have a meeting, have a meeting, have a meeting right away!" "
At 6 o'clock in the morning on May 3, people were informed and walked into the conference room. They know that great things are not good, but they think that there will be no disaster.
At the meeting, Mr. Lin reported the "bad news" he had just heard, but his ears were empty and his eyes were true. He immediately greeted everyone: "Go, get on the boat, let's go to the scene!" An hour later, the transport boat arrived at the installation sea area the night before against the sea breeze. People filed down from a 50-meter-high, 90-degree manhole above the "final joint" and fell into the belly of the "final joint" one by one.
The cruel fact is exposed in front of these bridge people: something really happened to the "final joint", and the transverse butt joint deviation between it and E29 pipe joint is not 89 cm, but 17 cm. Outsiders don't know what this 17 cm means. On the vast sea, a 6000-ton "sandwich" structure component is docked with two "aircraft carriers" in the east and west. What is 17 cm? At first, at least I thought so.
Yes, 17 cm has no effect on the immersed tube structure, and the longitudinal deviation is only 1 cm. The water stop is very uniform and "watertight", which is already remarkable. Designers are almost always "comforting themselves".
Yes, all the undersea tunnels in the world are waterproof. We don't tell secrets, which is great!
But what are the design requirements? What is the allowable error?
Seven centimeters.
This 7 cm is theoretical, and the deviation of 17 cm is just a fist. More importantly, this "deviation" has no potential safety hazard in deep-sea foundation trench. For a two-way six-lane subsea tunnel, the driving boundary is not involved. After the later renovation and construction, you can't see it at all!
What shall we do? Everyone is frowning, but everyone has different ideas!
Most people think "no problem". This "majority" includes not only designers and engineers in China, but also foreign experts, such as Swiss, Dutch and Japanese consultants.
Watt, a top expert of "pushing system" from Switzerland, put forward "upholding the original judgment" after on-site inspection, on the grounds that if pushing again, the "final joint" will be pushed out from the gap between E29 and E30 and then pushed back. During this period, once the pressure in the cavity is unbalanced with the external seawater pressure, the water stop and the push slides on both sides may be damaged.
Joel, a Dutchman, is the sealing product designer sent by Trelleborg Company to the "Island Tunnel Project" of the Hong Kong-Zhuhai-Macao Bridge. He has booked a plane ticket to go home on May 3rd, and is waiting for the bus to go to the airport at dawn. However, at 6 o'clock in the morning, he received a notice from the headquarters to return to the scene immediately, and the "final joint" may have to be reworked and readjusted. Joel canceled the flight and went to the surface of the sea. Like everyone else, he followed the ladder of the measuring tower to the bottom of the "final joint". Two hours later, he climbed out of the sea and expressed his opinion at the decision-making meeting: "The crimping state is quite good, the pipes are watertight, and the longitudinal spacing, plane corner, vertical position, vertical corner and overall line are already very good. In order to fine-tune a direction, these hard-won perfect parts have to be relocated in uncertainty (factors), and I tend not to start again. "
Several foreign experts and engineers from China quickly "united front". Gao Jibing, deputy general manager and director of the Hong Kong-Zhuhai-Macao Bridge Island Tunnel Project, interviewed me at that time. He said: "I don't agree to reinvent the wheel-the' final joint' was produced in Nantong, Jiangsu in 20 16, and we went to Japan for inspection in 20 12. There are five "construction methods". We have organized 8 major projects and nearly 40 technical studies on special topics. Then in order to finalize the type and size of our "final joint", we "noisy" in the conference room for four or five days, constantly questioning and demonstrating-questioning and demonstrating. It was not until 2065438+the beginning of 2004 that the project team reached an understanding with * * * and began to prepare to make a unique' final joint' with reversible active water stop. During this period, we always organized 10 expert consultation meetings, even held 100 research meetings, overturned more than 10 schemes, and conducted dozens of verification experiments and debugging drills, finally forming a new overall installation scheme for immersed tunnel of Hong Kong-Zhuhai-Macao Bridge. So, this is not easy. I didn't agree to reinvent the wheel at that time. I am worried that trouble is a factor, but more importantly, we must pay a huge risk for it. "
"What risks? How big is the risk? " I asked.
Gao Jibing replied: "Very big.
"First, our' final joint' can be operated in reverse theoretically, but there is no feasible scheme for the risks that may be encountered in the process of reverse operation; Second, the' final joint', like the 33-section immersed tube, does not mean that it can be installed at any time and must be completed within the allowed' time window'. If the preparatory work is done, but the' time window' is missed, reloading will be very dangerous; In addition, there is a huge shadow, that is, the immersed tube tunnel in the Oresund in Europe. During the construction process, although the engineers and technicians operated step by step according to the technical regulations, a section of pipe joint sank into the seabed because of the sudden rupture of the sealing door, which delayed the construction period. "
Gao Jibing said: "Later, we really started again. Several dangerous situations really scared people's hands and feet. "
Foreign experts and China engineers continue to "unite", only Lin Ming frowns.
"No, 4 years of immersed tunnel installation and 33 deep-sea kisses. We have never seen such a big deviation data. This data will dim the glory of the construction of the Hong Kong-Zhuhai-Macao Bridge! "
Mr. Lin began to ask the vice president of engineering and the chief designer around him, "Do you want to leave this regret at the bottom of the sea forever?" Would you like to? "
The "deputies" all know that the boss is determined to go back to work and "go his own way".
But "rework", or "fine-tuning", does not guarantee that a "big guy" weighing more than 6,000 tons, which has been fixed in the deep-sea foundation trench, will be hoisted again, aimed at the angle, and then put back in place. It's hard to say. !
It is also a four-hour concentrated "consultation" and pragmatic discussion.
Just in case, the designer has preset the disconnection device for the "final joint" in advance, which means that "rework" is feasible. It's just that the sky is vast, the waves are rough and the undercurrent is surging. Once the "final connector" is disconnected and brought up again, what are the unsuccessful consequences? The jacking system is the core part of the "final joint", which consists of 27 jacks on each side, a small beam for jacking and a temporary water stop. Once the pressure in the cavity is unbalanced with the outside (seawater), it may be damaged or even completely destroyed when disconnected, and the result is unimaginable.
"Forget it."
"Forget it!"
Almost everyone wants to persuade Mr. Lin to stop.
The current situation is 60 points. It's a pity, but you should pursue 90 points, 100 points. If you fail, you will be condemned by the ages, and all the credit will go up in smoke because of this mistake. Besides, the news has been reported, and there will be another "unknown success" behind the success.
What do we do? It doesn't affect the use, but "the deviation of 17 cm" is a heart disease, and it is indeed a regret that will never be erased in history; But if the bridge is reworked and reassembled, everything will be fine if it succeeds. If it fails, the face of China people and the "success" of the whole bridge will be destroyed. Do we dare to gamble? !
What do we do? What do we do? What do we do?
Policymakers are thinking and weighing quickly-what should we do if we are overwhelmed?
This is why someone later described "this thrombus almost killed Qingqing under the bridge"!
……
This article is selected from "Opening the Sky and the Moon: Approaching the Hong Kong-Zhuhai-Macao Bridge", People's Literature Publishing House.
Exclusive record of Hong Kong-Zhuhai-Macao Bridge construction
Focus on the new era and build a heroic mission
The 55-kilometer-long Hong Kong-Zhuhai-Macao Bridge is not only a milestone project in the history of China's traffic construction, but also a powerful witness to the achievements of 40 years of reform and opening up. The author collects first-hand information, records the beginning and end of bridge construction, and focuses on the heroic mission of building a new era.
From the sinking installation of the "final joint" on May 2, 20 17, the works lead readers to relive the decisive moment of bridge closure, from accidental deviation to expert argumentation, and then to Lin Ming leading the team to take risks and fine-tune until complete victory. The opening is full of suspense and soul-stirring. As the general manager and chief engineer of the island tunnel project, Lin Ming is the most difficult and critical section of the Hong Kong-Zhuhai-Macao Bridge, and Zhu Yongling, director of the Bridge Administration Bureau, controls all complicated affairs such as the progress, quality, safety and budget of the whole project.
Long press the above picture, scan the QR code, and enter the JD.COM Book Purchase page.