CCTV Beijing, February 26 (Reporter Li Hongpeng) At about 5:30 on February 22, a container ship was on its way from Nanhai in Foshan to Nansha in Guangzhou, and touched the pier of the Lixinsha Bridge when it sailed through the Hongqi Lishui Road, causing the bridge deck of the Lixinsha Bridge to break, and the accident caused 5 deaths.
After preliminary investigation, it was found that when sailing through the Nansha Hongqi Drain Channel, it was caused by improper operation of the crew. At present, the monitoring unit carries out daily monitoring of the fall of the large bridge body and the collapse of the bridge pier, and strives to complete the demolition of 19 piers on the 27th.
Emergency repair work (**CFP) of the damaged Lixinsha Bridge in Guangzhou, February 22, 2024
CCTV reporters combed through public reports and found that in recent years, water traffic accidents have occurred frequently, especially boat collision bridges. According to incomplete statistics, there have been at least 19 ship collisions in the past four years.
In this regard, a number of bridge experts said in an interview with a reporter from CCTV that as the national economy maintains stable and rapid growth, inland waterway shipping traffic has become very busy. There are many bridges in navigable waters, low construction standards of old bridges, and the increasing number of ships and the number of ships in the navigable waters, resulting in a complex and changeable navigable environment. In these ship collision incidents, a research team found that accidents caused by human factors accounted for more than 5 percent.
Rescue scene (photo by Luo Shiwei, trainee reporter of CCTV).
Progress: Lixin Bridge aims to remove damaged piers tomorrow.
On the 22nd, at the press conference on the emergency of the Lixinsha Bridge, it was reported that at about 5:31 a.m. on February 22, the Foshan container ship "Lianghui 688" was sailing through the Hongqi Lishui Road in Nansha, due to improper crew operation, the port hull of the "Lianghui 688" touched the 18 pier of the downward navigation hole of the Lixinsha Bridge, and then the bow touched the 19 pier of the downward navigation hole again, resulting in the bridge deck on the navigation hole breaking.
After verification, a total of 4 vehicles and 1 electric motorcycle fell from the fracture, of which 1 empty minibus, 1 truck and 1 electric motorcycle fell into the cabin of the "Lianghui 688", and 2 small trucks fell into the water. In the accident, 5 people died (1 driver of an empty minibus, 1 driver of an electric motorcycle, and 3 people of a pickup truck overboard), 2 people were treated in hospital, and their vital signs are stable, and a crew member of the ship involved in the accident suffered minor injuries.
After the collision accident of the Lixinsha Bridge, Nansha immediately organized an expert group to carry out emergency rescue and testing and demonstration of the bridge, and organized the testing unit to conduct daily monitoring of the potential safety hazards of the beams and piers caused by the collision of the bridge.
Aerial photograph of the repair and maintenance operation (**CFP) of the Lixinsha Bridge in Guangzhou, February 23, 2024
According to the monitoring report from February 22 to 24, the displacement data of the No. 19 pier and the 20th hole beam of the bridge have not developed significantly, and the alignment of the bridge deck of the 17-19 holes of the main bridge is normal, and the bridge body is generally in a stable state.
In this regard, the relevant departments of Nansha said that the repair work of the bridge body of the Lixinsha Bridge is divided into two phases of demolition and repair of damaged components, and is currently in the stage of demolition of damaged components, Nansha is organizing monitoring units to carry out daily monitoring of the danger of falling and pier collapse of large bridges, and strive to complete the demolition of 19 piers on the 27th. After the completion of the demolition work, Nansha will integrate the monitoring of the bridge and the opinions of experts to accelerate the formulation and demonstration of the bridge repair work plan, and the follow-up will be accelerated according to the process.
Combing: There have been at least 19 ship collisions in 4 years.
After the incident of Lixinsha Bridge in Guangzhou, a reporter from CCTV combed through public reports and found that in recent years, water traffic incidents have occurred frequently, especially the boat collision incident. According to incomplete statistics, there have been at least 19 ship collisions in the past four years. These 19 incidents not only caused people, but also caused serious damage to the bridge structure, or even a complete collapse.
Temporary traffic control will be implemented on Hongqili Waterway in Nansha, Guangzhou (issued by the Central Broadcasting Network ** from the Guangzhou Maritime Safety Bureau).
Of these 19 incidents, 3 accidents resulted in human beings**. For example, at 22:21 on January 10, 2022, the "Qiji 622" ship owned by Zhongshan Shipping Freight*** loaded 72 tons of bulk cargo from Huangqi Beicun Port Wharf and sailed to Hong Kong.
In terms of economic losses, on August 19, 2020, Typhoon Higos made landfall in Jinwan, Zhuhai. Affected by the typhoon, the mooring cable of the Changzhou crane ship anchored in the waters near the Tiansheng estuary of the Modaomen Waterway for shelter was broken, the ship dragged the anchor and drifted, and the ship's crane room touched the Modaomen Bridge in the upstream direction, and the accident did not cause ** personnel or water pollution, and the direct economic loss was preliminarily estimated to be about 8.5 million yuan. As early as October 15, 2015, an accident involving a sand pumping boat crashing into the Zhaoqing Xijiang Bridge (road and railway bridge) has attracted great attention from all walks of life. The accident led to the suspension of the railway for 55 hours, and the economic loss was as high as 40 million yuan, and the social impact was greater.
Why have there been a spate of boat collisions in recent years? Fan Wei, deputy director of the Hunan Provincial Key Laboratory of Wind Engineering and Bridge Engineering and deputy director of the Department of Bridge Engineering of Hunan University, said in an interview with a reporter from CCTV that on the one hand, with the rapid development of China, water transport and land transportation have also developed rapidly, and the volume of water transport has increased by more than 10% for many years, and ships tend to be large-scale, rapid and high-density. At the same time, the number of bridges built in the wide waters of China is increasing, and the total number of bridges has exceeded 1 million, forming a pattern of dense bridges and ships, and the contradiction between the two is becoming increasingly prominent. On the other hand, the poor maneuverability of ships, the long braking distance, and the high accident rate under the combination of weather and hydrology are also the key factors that lead to the frequent occurrence of ship collision accidents.
According to the China Water Transport News, according to incomplete statistics, by the end of 2019, there were about 2,523 bridges of various types across inland waterways in China. Among them, there are 2,115 highway bridges, 210 railway bridges, 64 urban bridges, and 134 other bridges (such as pipelines). With the rapid growth of the domestic national economy, the inland waterway shipping industry is booming, and the inland waterway shipping traffic has become very busy. However, ship collision accidents often occur due to the limited navigable clear height of waterway bridges, or the carelessness and blind confidence of ship pilots, or due to the influence of weather and hydrological factors.
Survey: Accidents caused by human factors account for more than 5 percent.
CCTV reporters combed through 19 ship collision incidents and found that the causes of the accidents included the lack of crew driving ship control skills or mistakes, ship anchoring and drifting, etc.
Fan Wei's investigation found that the proportion of accidents caused by human factors was 543%, of which 42 percent of the human factor is the overheight collision caused by negligent lookout1%。The proportion of accidents caused by anchor drifting was 343%, more than 70% of anchor drifting is caused by typhoons, heavy rains, and high tides. It can be seen that the impact problem caused by human factors and ship anchor drifting is the most important to pay attention to.
For example, at about 1:08 a.m. on January 18, 2021, the Lianxi Bridge in Lianzhou Town, Doumen District, Zhuhai City, Guangdong Province, was hit by a large cargo ship from the upstream due to the high hull of the ship, displacing the bridge deck by about 10 cm and slightly injuring one crew member. On May 4, 2022, a cargo ship sailed from the Ertang operation area to the Tiandong Xiangzhou operation area, passing through the Napo Bridge in Tianyang District, Baise, Guangxi, due to improper operation, the front of the cargo ship collided with the No. 2 pier of the Napo Bridge, the surface of the pier was damaged, and the three people on the cargo ship were not injured and had safely disembarked.
In terms of ship anchor drifting, the main cause is caused by typhoons, heavy rains, and high tides. On August 12, 2020, Hongfeng crossed Leshan, Sichuan, and Hongfeng in the upper reaches of the Sanjiang River passed through the Leshancheng section of Sichuan, when a sand and gravel carrier collided with the temporary bridge for the construction of the Zhijiang Road Bridge under construction on the inner side of the city, causing the ship to roll over and the middle part of the temporary bridge was destroyed. On August 19, 2020, Typhoon Higos made landfall head-on in Jinwan, Zhuhai. Affected by the typhoon, the mooring rope of the Changzhou crane ship anchored in the waters near the Tiansheng estuary of the Modaomen Waterway for shelter was broken, the ship's anchor drifted, and the ship's crane room touched the Modaomen Bridge in the upstream direction.
A person in charge of a waterway affairs center said in an interview with a reporter from CCTV that for the change factors of the navigation environment, the more common factors include poor location of cross-river bridges due to restrictions on road direction and land acquisition, the angle between the bridge axis and the direction of water flow does not meet the requirements of the specification, the bending radius of the waterway in the bridge area is not enough, the water flow in the river section is turbulent, the bridge pier causes turbulence, and the visual effect is poor. The incident of a ship striking the Xi'an Ting Bridge on the Ganzhuxi Waterway on April 15, 2015 is one such situation. On February 13, 2017, the collision of three boats in the waters of the Shakou Bridge in Siu Lam Waterway was caused by poor visibility of the curved channel, but fortunately no damage was caused to the bridge.
The above-mentioned person in charge said that the navigation aid sign factor was one of the causes of the accident. It mainly includes the bridge area insertion, the bridge area water navigation mark, the bridge area near the water area special signs, etc., the bridge area navigation signs are not perfect, the navigation beacon works abnormally, the visibility is poor, and the surrounding lights are interfered with, etc., which is also one of the important factors that lead to the ship hitting the bridge.
Relevant maritime personnel said in an interview with **, "There are many bridges in navigable waters, low construction standards of old bridges, the increasing size of ships, and the increase in the number of ships, resulting in a complex and changeable navigable environment." Factors such as poor management of shipping companies, weak safety awareness of ship drivers, and lack of ship manipulation skills are also important reasons for the frequent occurrence of ship collision bridge accidents. ”
Fan Wei said that in China, with the rapid development of three-dimensional transportation, the pattern of bridges and ships has gradually formed, the contradiction between ships and bridges has become increasingly prominent, and ship collision accidents have occurred frequently, which has attracted great attention from the Ministry of Transport and other departments in China. To this end, in 2020, China's Ministry of Transport and other departments issued a special document requesting: to carry out special treatment actions for ship collision hazards on bridges in navigable waters.
Experts: Physical energy consumption protection measures and early warning protection measures should be strengthened.
Ship collision accidents continue to cause damage to the ship or bridge, and even lead to serious damage to the bridge structure, or even complete collapse, resulting in huge economic losses, personnel and negative social impacts.
How can effective measures be taken? A person in charge of the above-mentioned waterway affairs center said that ship owners and pilots should be more aware of their responsibilities. The subjective error of the ship driver is the most important cause of the ship collision incident, so it is very important to strengthen the skill training of the driver, improve the sense of responsibility and risk awareness. In particular, ship owners must have a sense of risk prevention, supervise and strengthen the business training of ship pilots, crews and sailors. Secondly, the driver should strictly abide by the driving rules, concentrate, and do a good job when crossing the bridge, compare the size of the boat and the bridge, and prevent the collision accident due to the excessive size of the ship.
In addition, waterway authorities should improve navigation conditions as much as possible. According to the requirements of the Waterway Law, the waterway management department is responsible for ensuring the smooth flow of waterways and the safety of navigation. On the one hand, the waterway management department should improve the navigation conditions of the waterway through the waterway construction project to meet the needs of large-scale development of ships; On the other hand, it is necessary to strengthen the maintenance of waterways to ensure the integrity of navigation aid signs and the normal function. The waterway management department should also keep pace with the times by adopting new materials, new technologies and new means, through the development of electronic waterway charts, the formulation of the best route selection mechanism for ships, etc., and timely and accurately transmit the relevant information of the bridge (such as the timely clear height data of the bridge ahead) to the ship pilot, so that they can make timely judgments and disposals. Waterway authorities should do more to provide waterway information and provide fuller and better services for ship navigation.
For the bridge anti-collision measures and design, Fan Wei believes that there are probably three aspects to consider, the first is to optimize the bridge span configuration, and avoid the risk of ship collision by changing the bridge span layout. For example, when an old Swiss bridge collapsed due to a ship collision, the bridge was rebuilt with a cable-stayed bridge across the river, thus eliminating the risk of ship collision, which is generally only suitable for new or rebuilt bridges, and the practical application will also be constrained by the economy of bridge construction. The second is physical energy-dissipating protection measures, which dissipate the collision energy of ships through various forms of energy-dissipating devices or structures, which are often referred to as passive anti-collision measures. "Physical energy protection measures are like the bumper of a vehicle, dissipating the energy of the collision through the deformation of the protective measures, and then protecting the bridge or boat. Fan Wei said. The third is early warning management and protection measures, mainly through the early warning system formed by optoelectronic devices to forecast and warn potential collision risks or other management measures such as navigation restrictions set by the water transport department.
Specifically, early warning protection measures can be defined as a system in which multiple types of sensors, such as radars, cameras, lidars, etc., are deployed in a specific anti-collision fortification area to obtain the position, speed and other key data of a ship in real time, Fan Wei said. These data are processed and analyzed in real time through the data communication and processing unit, and the spatio-temporal information model of the bridge area is constructed to provide a comprehensive view of the ship's driving attitude. Through multi-source data fusion, the information provided by different sensors, such as AIS, radar, **, etc., is integrated to form a more comprehensive information on ship status and behavior. This kind of measure is generally only applicable to the premise that the ship's power and operators are normal, and is mainly used to reduce the bridge collision accident caused by human reasons, and it is difficult to completely avoid the risk of ship collision with the bridge, so it generally needs to be used in conjunction with other measures. Compared with other measures, the current buffer physical energy consumption protection measures (referred to as buffer energy consumption measures) and early warning protection measures are the mainstay, and in terms of practical application, the former is currently the mainstay, and the latter has gradually been concerned and applied by the engineering community.
Fan Wei said that in order to reasonably apply all kinds of anti-collision devices to ship collision bridge protection, it is necessary to establish a reasonable standard system. Up to now, there is no detailed design specification for bridge anti-collision devices and measures at home and abroad, and only the establishment of a specification system can effectively ensure that designers can design all kinds of devices in actual projects. Formulating reasonable design specifications requires the joint efforts of academia and the engineering community.
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